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Теги: magazine cars land rover monthly
Год: 2024
Текст
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Come and join us! SAND ROVER BIG MALVERN 1819 MAY 2024 Booking now open - book early to SAVE! X95I SCC Make sure you’re part of IBM’s 2024 BIG weekender! Camp the whole weekend: two action-packed days and great evening entertainment Part of a Land Rover club that’d like to come along? Please get in touch with shows@lrm.co.uk for more details • Trade stands • Club displays • Land Rover Hall of Fame Entertainment Plus lots more. • Live events arena • Autojumble • Beer tent For more details or to book tickets visit For all trade and autojumble enquiries call Steve 07586 023248 or Alice 07799 695718
aA MARTIN DOMONEY, EDITOR ( @LAND_ROVER_M ARTIN ) Regrets HEY say you only regret the things in life you don’t do, and that rang especially true for me when I left our final Spares Day of the year at Malvern back in October. I’ve recently picked up another Land Rover - a Series III 109 station wagon with no engine, that I got in a deal with a stopgap runabout car I’d bought while doing some work on the Freelander. Looking back, man-maths definitely had a large part to play in proceedings... Anyway, on the day of Malvern I got the chance to break free of marshalling duties and make a few laps of the bustling trade stands. Among them was a Defender five-speed LT77 gearbox, with the short input shaft and bellhousing - perfect for if I decide to fit a diesel engine to the ‘new’ 109.1 spoke to the seller and told him I’d think about it and that I’d come back, but by the time I did he was gone, along with the gearbox. I kicked myself all the way home for being so tight and not buying it there and then. So, if you’re ever on the fence about buying something at a Spares Day or other event, learn from my mistake and just do it. The regret of not buying something that’s well worth the money is much worse than buyer’s remorse. Also, if you’re reading this, gearbox man, please get in touch. I’ll have it. If you’ve never been to a Spares Day before, I can’t tell you how much of a good day out they are. Even if you go along to one without a shopping list, you’ll find all sorts of bits and pieces on sale that you never knew you needed, catch up with mates over a cup of tea and a bacon sarnie and chat to fellow enthusiasts about all things Land Rover. To get a better feel for what the Spares Days are all about, flick to page 78 for our 2023 event round-up and get the dates in your diary for the 2024 season. See you there! MONTHLY Digital editions Access Land Rover Monthly's extensive digital library Including the latest Issue and all Issues dating back to May 2015. Visit: bit.ly/lrmdigi22 Or if you would like a digital edition with extra photos, videos and more, visit bitly/lrmpocketmags Print subscriptions Get your magazine delivered through your door every month. UK and International: blt.ly/lrmprintsubs Tel: +44 (0)1778 392033 Email: subscriptions@warnersgroup.co.uk Where to buy LRM LRM is available at all good newsagents and supermarkets, but quickly sells out. Why not ask your newsagent to reserve your copy? If you still have difficulty obtaining a copy of LRM, phone 01778 391171. How to advertise Contact our Associate Publisher, Steve Miller. Tel: 01778 391106 or 07586 023248 Email: stevemiller@lrm.co.uk Tell us about your new product We’re eager to hear about new products and so are our readers. Email: martin@lrm.cauk Show us your Land Rover Want to see your Land Rover featured in LRM? Email: martin@lrm.cauk Tell us about your event or news Our readers want to know what's going on. Share your news with them In LRM. Email: martln@lrm.co.uk Technical queries Pick the brains of LRM's tech experts. Email: lrmtechnical@gmail.com Letters to the Editor Tell us what you think about LRM and the world In general. Email: martin@lrm.cauk Our contact details Warners Group Publications, The Maltings, West Street, Bourne, Lincolnshire, РЕЮ 9PH Tel: 01778 391000 Email: editorial@trm.co.uk PHOTO: ALISDAIR CUSICK ...is a subscription to the world's best-selling Land Rover magazine! IN THIS ISSUE... ALISDAIR CUSICK Is Alisdair’s Range Rover mechanically ruined or is it all a ruse? Turn to page 72 Subscribe for yourself or treat a friend from just £11.99. Head to: Call 01778 392033 quoting LRM/GIFT23 landrovermonthly.co.uk 3
ISSUE 316 JANUARY 2024 CONTENTS Find us on @LRMonthly n LandRoverMonthly @land_rover_monthly О Land Rover Monthly p34 "The G4 Challenge was a global celebration of off-roading and outdoor athleticism" LANDROVERMWT year! VEHICLES IN THIS ISSUE 70 Call 01778 392033 quoting LRM/GIFT23 34 42 50 56 64 88 94 102 114 Subscribe for yourself or treat a friend from just £11.99. Head to: 2003 G4 CHALLENGE L322 RANGE ROVERS DEFENDER 90, 2.4TDCi DEFENDER 90 AND 110, DISCOVERY 2 AND DEFENDER 110 Td5, G4 RANGE ROVER SPORT, DISCOVERY 3 V8 1978 FORWARD CONTROLIOI 1987 MAZDA-ENGINED NINETY 2023 RANGE ROVER SPORT D350 AUTOBIOGRAPHY 2002 DEFENDER 90 Td5,1995 RANGE ROVER CLASSIC, 1975 SERIES III PRE-2002 DEFENDER SERIESI 2010 DISCOVERY 4 1981 SERIES III 109IN Make sure you don’t get another pair of socks this .. js a subscription to the world’s best-selling Land Rover magazine! CHRISTMAS» I t 4
56 87 88 94 102 108 FEATURES G4’s 20th anniversary US enthusiasts retrace the steps of the 2003 G4 Challenge in G4 Range Rovers Dune bashing Why Parc du Marquenterre should be on your bucket list for off-roading fun Range Rover Sport driven LRM’s Editor gets behind the wheel of the new D350 diesel hybrid to test its mettle Best Land Rover events A look back at the highlights of 2023, and a look forward to what 2024 has to offer CLASSICS Tough Forward Control We reveal more about the 101 that pushed out over 150bhp at our dyno shootout '90s throwback Restomodding is nothing new - check out this Mazda-engined Defender from 1993 TECH BRITPART Ed Evans’ musings Rear door swap Cracked door frames can corrode outer panels, so find out how to fit a brand new door Restore a carburettor Vital to efficiency and good running, we look at what goes into a pro carb restoration Replace front lower arms Bush or ball joint fail? It may be cheaper and easier to replace the lower arms on a D3/4 Torque back Our experts answer your questions REGULARS 8 NEWS 30 NORFOLK GARAGE 10 LETTERS 70 WRITERS' ROVERS 12 YOUR PICTURES 77 SUBSCRIBE TO LRM 16 PRODUCTS 87 TECH SECTION 23 GARY PUSEY 110 MARKETPLACE 25 THOM WESTCOTT 113 EVENTS 27 JACK DOBSON 114 WORK IN 29 TOM BARNARD PROGRESS landrovermonthly.co.uk 5
C?N<C; LAdi> ROVER Wiring Loom for Number Plate Light Camera, only £16 OPTIWASH Only shipped to the UK. TD5 & TDCi High Pressure Washer Jet Kits. Front only or Front & Rear Ideal for your Land Rover Defender after a good day out! Door Mirror Arms Billet aluminium arms, anodised Black, Silver or Grey with or without puddle light. Special formula for anodised surfaces and paint-friendly! Bosch Windscreen Wipers Maximum Wiping Performance Heated pads for original mirrors, pair £25 Camera Number plate light & reversing camera, billet aluminium, anodised black, silver or grey. Rear View Screen Practical 4.3" TFT-LCD Rearview Mirror Monitor, to suit the Number Plate Light Camera Mirror Head, gloss black, heated or non heated per pair, from £50 e.sSj*J each £14 ENGINEERING I from £300 ' .
Column Stalk Switches Anodised Black, Silver or Grey - Surrounds or Pulls See website for full details +44 (□) ISBS B4444B sales@optimill-uk.com Surrounds (pair) only £75 Gear & Diff Selectors The long awaited billet alloy gearbox and diff lock levers, are HERE! Robust and tactile, it's the gear-lever for the TDCI Defenders. Simple and easy to fit. Will work on either standard or Slick Shift setups, f Choose your gear knob colour, then decide ' on the lever colour, anodised in Black, Silver or Grey J" Style it your way! Introducing the all new billet alloy wiper, indicator and light stalk switches. Finished anodised in black, silver or grey Door Lever Pulls (pair) only £1OO Fully assembled on original Lucas switch gear, really easy to fit, suits all TD5 and TDCi models. Rear set £560 Door Lever Surrounds & Pulls Surrounds and Pull Sets (pair) SECURITY STY Quick Release Steering Boss £160 Security Door Handles Unleash our defender security solution: simple, effective, and visually striking! Thieves won’t stand a chance to steer your vehicle away. Maximum security. Enhance theft prevention and enjoy peace of mind. If your Land Rover has no steering wheel on it, then it isn't going anywhere, anytime soon. Front 90/110 from £315 Virtually pick-proof lock, hardened steel drill-proof cover. Unique key with protection against unauthorised key cutting, millions of combinations. Your security is our priority. Ultimate Defender Security Door Hinges. Unique design with exclusive locking mechanism. Elevate your Defender's protection. top £175
NEWS Land Rover tops the list of used cars that generate most profit. Again 4 ACCORDING to new data, two models from Land Rover made dealers the most cash in October, generating an average return of £4250 per car. The Discovery Sport made dealers the most money with an average profit of £5000, followed by the Range Rover Evoque bringing in £3800. The latest top 10 covers October transactions using the trade-to-trade prices of cars sold on buying platform Dealer Auction and the retail prices used cars are listed for on Auto Trader. Dealer Auction’s Marketplace Director, Kieran TeeBoon said: “Q4 has gotten off to a tricky start with this realignment of used car prices, but our data shows there are several models that meet dealers’ objectives of profit and speed-to-sell.” _____ PHOTOS: JLR Optimill returning as headline sponsor for LRM Live JLR reports another strong quarter but is still in the red DRIVEN by higher wholesales, better mix, cost reductions and investment In demand generation, Jaguar Land Rover has reported a record half-year revenue of £13.8bn - 42 per cent up on last year’s £9.7bn. JLR has also posted the second quarter of its financial year brought in £6.9bn, a 30 per cent increase on 2022’s figure. JLR’s EBIT (earnings before interest and tax) margin for Q2 was 7.3 per cent, up from 1 per cent a year ago but slightly down from 8.6 per cent in the first quarter. Yet It has improved Its target margin for the full year to 8 per cent. Free cashflow was £300m for the quarter and £751m for the financial year’s first half, which JLR said was its best Hl cash flow on record. The order book remains strong with over 168,000 client orders at quarter end, with Range Rover, Range Rover Sport and Defender continuing to make up a significant portion, accounting for 77 per cent of the order book overall. Looking ahead, production and wholesale volumes are expected to gradually increase in H2 FY24. JLR is expecting Free Cash Flow of over £2bn In FY24 with net debt reducing to less than c.£lbn by the end of FY24. LAND Rover Monthly is delighted to announce that Optimill is returning as headline sponsor for its second two-day event, LRM Live, at Worcestershire’s Three Counties Showground, on 18-19 May 2024. The Optimill team will be on-hand to talk you through any questions you may have about their products, and will be offering special weekend-only deals to tempt you into treating your Land Rover to some billet aluminium upgrades, no matter what your budget is. You’ll be able to find Optimill’s stand opposite the main arena and also shop for security upgrades, door hinges, mirror arms, interior furniture and much more. Optimill’s Kath Coates comments: “The Optimill team are really excited to be headline sponsor of LRM Live again. There’s nothing better than waking up in the morning to the stunning backdrop of the Malvern Hills, and if this year’s event is anything to go by, LRM Live 2024 should be brilliant. We can’t wait!’’ For more information about the event and to buy your tickets early and save money, head to bit.ly/lrmlivel. aA COMPILED BY LOUISE WOODHAMS
FIND US ON )?@LRMonthly n LandRoverMonthly @land_rover_monthly Land Rover Monthly PHOTO: CRAIG PUSEY Friends of LRM on the list of finalists for the 2023 Royal Automobile Club Historic Awards EVERY year the Royal Automobile Club goes on the hunt for the best of the best in the British historic motoring and motorsport world. These awards give those professionally involved in this industry and classic motoring enthusiasts alike, the opportunity to nominate truly exceptional people, companies, events, and achievements. After some careful deliberation, the specialist judging panels have selected their finalists for the fifth annual Historic Awards, and LRM is delighted to report that the Dunsfold Collection is one of three nominees for Best Collection (with Philip Bashall also nominated for Personal Endeavour), while REVS Restore is a finalist in the Innovation category. The awards are a continuation of the RAC’s 126-year pedigree in recognising accomplishments. As most of you know, the Dunsfold Collection boasts the largest collection of Land Rovers in the world. Over the years it has expanded to include not only prototype and pre-production vehicles, but examples of almost every model made by Land Rover from 1947 to the present day, including military vehicles, royal cars, record-breakers and limited editions. It turns out that 2023 has been a very special year for the Dunsfold Collection, with the opening of a permanent museum building in June - which also coincided with its 55th anniversary. Philip has been the driving force behind the museum project, overseeing the design and layout and overcoming many obstacles on the way. And it’s not put him off - he’s planning a new library annexe to the museum and working on a schedule of activity for 2024 (see right). Introduced in our April 2023 issue, the fantastic REVS Restore project is a very worthy finalist. Editor Martin has attended some of the sessions and loves their warm and inclusive welcoming and the strong sense of community they’ve established. Whatever mental challenges you may face, it encourages people to come together via a shared passion: classic cars. It doesn’t matter how old you are, your gender or background, or whether you have experience of tinkering with cars, there’s just one goal: to have fun and restore a Series III in the process. The winners will be announced at an awards evening at the Royal Automobile Club, Pall Mall on 23 November. We’re keeping our fingers crossed. DUNSFOLD EVENTS PHOTO: PATRICK CRUYWAGEN An evening with Alex Bescoby ALEX Bescoby, the man who made the Last Overland expedition a reality, has offered to spend an evening at Dunsfold and share the story of how he was inspired by the 1955 Oxford-Cambridge Expedition, how he made contact with Tim Slessor, original expedition member and author of the book First Overland, and how together they planned an epic recreation of the original trip, this time from Singapore to London. LRM was there at the start in Singapore and finish in Folkestone. This was a 13,000-mile and 23-country expedition, a journey extensively covered in the pages of Land Rover Monthly, but this is a great opportunity to meet an award-winning documentary filmmaker, writer and presenter and relive the challenges faced by Alex and his team. He has a real passion for adventure and a love of history, travel and storytelling, so it should be an amazing evening The event starts at 6.00pm on 13 December with a private tour of the museum’s collection and then the evening is passed over to Alex. Complimentary seasonal refreshments will be provided. Book your ticket now for a minimum donation of £25. Numbers are strictly limited. Alex is very generously waiving his usual fee and all proceeds therefore go to the Dunsfold Collection. Public Open Day The Dunsfold Collection has announced its first public Open Day for 2024, so put it in your diary now for 20 April. And don’t leave it too long before you book your tickets, as its September Open Days sold out weeks beforehand. The day will run from 10.00am to 4.00pm, with free parking. Tickets are £20 for adults and children under 13 are free, with a maximum of two children per adult ticket. Refreshments will be available to purchase all day, including Jan’s famous freshly-cooked bacon rolls, homemade sausage rolls and cakes, as well as tea, coffee and soft drinks. They will be rotating vehicles from their storage areas into the museum for display, so even if you have visited Dunsfold before there will be something new to see. Tickets will go on sale on the Collection’s website on 1 December: dunsfoldcollection.co.uk/. landrovermonthly.co.uk 9
LETTERS SEND YOUR LETTERS TO M A R TI N @ L R M . С О . U К Back in a Landy Many years ago, I owned my first Land Rover (photo above). It was a Series III Lightweight that I put hours of work into get it looking how it did in the picture. We spent many happy years together including two years in Germany. We even appeared in an issue of a Land Rover magazine. Sadly, with a growing family and two small kids we had to go our separate ways. Now, nearly 20 years later, I have once more become the proud owner of a Land Rover. This time it is a Defender 90 (photo below) that I am getting ready to travel in next year when I retire. Here’s to many more years together happy Land Rovering! Cheers, Jon Steed MARTIN REPLIES: Thanks for getting in touch and sharing those photos, Jon. Now you can appear in a Land Rover magazine again. Happy travels. Loving the L663 Just picked up the May 23 issue of LRM in which you asked for opinions on the new Defender, and if they have changed since it was launched. I’m a farmer in Dorset, and been driving Land Rovers for 60 years. In that time I think I’ve had six old Defenders; of those we’ve still got two left which have done goodness knows how many miles. We bought our new-shape Defender 110 D240 S just over three years ago now, and it’s just about to roll over 30k. We bought it feeling a bit dubious about it because it’s such a big change, but I think as a general purpose on- and off-road vehicle it is outstanding at everything you throw at it, and we now have another on order. I know that some people are nostalgic about the old Defender, but just like with tractors, using vehicles like this as a workhorse, one can’t afford to be too nostalgic. I’m an old guy not a young man, but I find it amazing what the L663 can do - once my grandson had taught me some of the technology! People who criticise it need to try it for a week - it’s awesome (bit pricey though, admittedly...). Regards, David Ford 2024 DATES FOR YOUR DIARY bANDROVEIK 4 Feb 3Mar 7 Apr 21 Apr 22 Sep 6 Oct 13 Oct 27 Oct Malvern, Three Counties Showground Ripon Racecourse Newbury Showground Rutland Showground Rutland Showground Newbury Showground Ripon Racecourse Malvern, Three Counties Showground MARTIN REPLIES: Many thanks for getting in touch and sharing your thoughts on the new Defender; it’s encouraging to hear it suits your needs so well. I agree regarding the nostalgia factor and a certain sentimentality regarding the old one, but given how many farmers, contractors and other business users leapt from the Defender (and Land Rover as a brand) to Japanese pick-ups years ago, I think as Land Rover enthusiasts we should wholeheartedly applaud using the newer generations as working vehicles. Bookings now open look early to save! LRMs BIG weekender is back! PHOTOS: KATE GOULDING, NEIL WATTERSON I 11 j LAND ROVER BIGW MALVERN 18-19 MAY 2024 Bookings now open- To book tickets for all events orfor more details visit bit.ly/lrmeventsl ALL EVENTS ARE KINDLY SUPPORTED BY On the hunt I am trying to track down our old 1979109-inch station wagon, that our company owned from new. The vehicle was our demonstrator in 1979 and was registered DNR 2T. It served us well as both a company car and family holiday companion to Brittany, France, and various other places. I cannot remember if it was a six-cylinder; the DVLA tax check return shows the engine capacity as 2792cc, but I do not know if this is accurate. There are no MoT returns either. The DVLA says the car was last due tax in November 2002. Any help would be very welcome and people can contact me directly on my email SUBSCRIBE TO LAND^ ROVER MONTHLY UK AND INTERNATIONAL Tel: 01778 392033 Email: subscriptions@warnersgroup.cauk Web: bit.ly/lrmprintsubs UK subscription: £3.99 monthly Europe: £5.99 monthly Rest of World: £7.49 monthly WHERE WE ARE Warners Group Publications, The Maltings, West Street, Bourne, Lincolnshire, РЕЮ 9PH Tel: 01778 391000 Fax: 01778 392422 Email: editorial@lrm.co.uk THE EDITORIAL TEAM Editor Martin Domoney Art Editor Sam McMurray Technical Editor Ed Evans Sub Editors Louise Woodhams, Brett Fraser Regular contributors: Louise Woodhams, Richard Hall, Trevor Cuthbert, Gary Pusey, Steve Miller, Dave Barker, Thom Westcott, Jack Dobson, Alisdair Cusick, Tim Hammond, Tom Barnard, Jake Shoolheifer THE SUPPORT TEAM Publisher John Greenwood 01778 391116 johng@warnersgroup.co.uk Associate Publisher Steve Miller Tel: 01778 391106 or 07586 023248 stevemiller@lrm.co.uk Advertising Steve Miller 01778 391106 stevemiller@lrm.co.uk Marketing/Brand Manager Lucie Cox 01778 395016 Advertising Production/Design 01778 395075 Kate Goulding, kate.goulding@warnersgroup.co.uk, Viv Lane viv.lane@warnersgroup.co.uk Accounts 01778 391000 Distribution Warners Group Distribution 01778 391171 READER CONTRIBUTIONS We welcome any correspondence and feedback from readers, email: martin@lrm.co.uk HARNERS V f W GROUP PUBLICATIONS me Land Rover Monthly is published every four weeks by Warners Group Publications Pic. All rights in the licensed material belong to Warners Group and may not be reproduced, whether in whole or in part, without their prior written consent This publication is printed by Warners Midlands PLC vJapners Telephone: 01778 391 000 DISCI AIMER: The views expressed by contributors and advertisers are not necessarily those of the publishers. Every care is taken to ensure that the contents of the magazine are accurate but the publishers cannot accept responsibility for errors. While reasonable care is taken when accepting advertisements, the publishers cannot accept responsibility for any resulting unsatisfactory transactions. They will, however, investigate any written complaints. address - chrissturgess@ sturgessgroup.com. Kindest regards, Chris Sturgess MARTIN REPLIES: Does anyone know the whereabouts of DNR 2T? If so, please give Chris a shout. мЙ 10 landrovermonthly.co.uk
PANORAMIC GLASS - SHOOTING ROOFS - WINDSCREENS - BODY GLASS vehicleglazingspecialists.com 07772 018940 dave@vgs.glass
12 landrovermonthly.co.uk
I Pictured in the Outer Hebrides are ‘Mac’ Mcleod’s smart 90 and trailer
NEW PRODUCT RANGE! WHY CHOOSE US? ORE is a proven industry leader in providing quality inovative products partnered with a fastener company supplying all DOO <^ORE Drive Flange Bolts sectors of industry for over 35 years. ISO-9001/2015 Quality assured businesses ensuring quality kits and full traceability on all products. DESCRIPTION MATERIAL FINISH | EXTERIOR LIGHTING KIT 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | CROSSMEMBER KIT 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | 90/ 110 2 DOOR KIT 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | 110 5 DOOR KIT 316 STAINLESS STAINLESS/MIL-C13924 BLACK | | BOOT KIT 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | HEADLIGHT SURROUND 316 STAINLESS STAINLESS /MIL-C13924 BLACK | | DRIVE FLANGE KIT BUMAX109 STAINLESS/MIL-C13924 BLACK | | BONNET HINGE KIT 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | WING/SIDE VENT KIT 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | SEAT RUNNERS 316 STAINLESS STAINLESS / MIL-C13924 BLACK | | MUD FLAP KIT 316 STAINLESS STAINLESS/MIL-C13924 BLACK | | BUMPER SECURITY CAPS POLYPROPELENE BLACK )RE Door Bolts WHY 316 STAINLESS? The key difference between them is their composition, with marine grade stainless steel containing 2-3% molybdenum, which is an extremely hard metallic element that is used to toughen the material and enhance corrosion resistance. 304 grade stainless steel is more susceptible to corrosion than marine grade steel due to its lack of molybdenum. Marine grade stainless steel is also more resistant to solutions that contain sulfuric acids, fatty acids, and bromides at high temperatures, frequently finding use in chemical processing applications. IDEAL STOCKING FILLER . , • * HEAD TO WEBSITE FOR THE COBURN • FASTNERS PAGE ON THE ORE WEBSITE OR SCAN THE QR CODE
ORE STYLE REAR STEP - UNIQUE DESIGN Featuring our super-tough OREsome powder-coating All-steel construction (1 OOOhrs salt spray tested) Stainless steel fixing kit included Featuring our military-spec textured anti-slip coating Fully compatible with ORE wheel carriers Fixes using existing holes on the chassis - no drilling required Compatible with all Defender models with factory-style Xmember Utilising most of the factory towing arrangement DEFENDER STAINLESS STEEL SIDESTEPS FOR 90/110 Featuring our super-tough OREsome powder-coating (1 OOOhrs salt spray tested) Stainless steel tube sections fully tig welded and coated in our OREsome black coating system Stainless steel treadplates with our Military spec anti-slip coating 2x styles of tread plate (blank or ORE pattern to match grill kits and rear step treads) Unique design to allow mud to be washed out as let's face it that's where mud is going to build up when used! Treads similar shape to OEM plastic/rubber mountings We have not used rubber/plastic treads/mouldings as rubber/ plastic fade/crack over time Factory fitment - existing mounting holes LED LIGHTING BY LTPRTZ £360 INC VAT IF QUOTING LRM ALL LTPRTZ PRODUCTS HAVE A 3 YEAR WARRANTY AND AN IP RATING OF IP67 OR GREATER SHOP ONLINE 0RE4X4.C0.UK MADE IN .»« USE LRM TO GET UPT010% OFF A Made In Britain Approved Company
PRODUCTS 2024 WALL CALENDAR £12.95, dunsfoldcollectionshop.co.uk The latest wall calendar from The Dunsfold Collection showcases some of its unique and special Land Rovers, with superb photographs of each for you to enjoy throughout the year and space to plan your year ahead. The price is a donation that goes directly towards the Collection. VINTAGE ADVERTISEMENT BOOKS £10.99 each, classic-landrover.com RECOVERY BOARDS £180, devon4x4.com These new MaxTrax Lite recovery boards are just as strong and tough as their heftier premium stablemates, but are made from a new, lighter construction which halves their weight in comparison. Feature comfortable handles, shovel blade at each end, mounting pin holes and lifetime warranty. These A5-sized, 80-page paperback books showcase the vast range of advertising material used by Land Rover through the years. There are two available - one focuses on the 1940s and ’50s, and the other covers the ’60s and ’70s. Both feature high-quality depictions of the ads, with informative captions alongside. If you buy both books together, you’ll save £3. REAR BENCH SEAT £POA, ruskindesign.co.uk £787.56 (pair), 4x4obsession.co.uk Boasting an incredible 1470m range and GROMMET PLATE £10, email craven.moses@blueyonder.co.uk Treat the back of your Defender to a touch of class with a pair of these Ruskin Design leather folding bench seats. Finished to Ruskin’s usual high standard, they feature gas struts and precision frames that don’t rattle and chatter like the standard items. SERIES HA WARNING LIGHTS 140m spread of light from CREE LED bulbs, these Stedi Type-X Evo driving lights combine separate flood and spot beam patterns to give the best illumination for night driving. The beams can also be switched separately if you wish, giving full control over the pattern. RANGE ROVER GALVANISED CHASSIS These injection-moulded bulkhead grommet plates are direct replacements for the often cracked or damaged originals as found on Series III and Defender models. Corresponds to part number AMR3098. £38.50, lroe.co.uk This range of dashboard warning lights for Series HA includes ignition/charge light (red), low fuel warning (blue), choke/heater plug (amber) and oil pressure (green). They are easy to fit, plugging into the standard loom with Lucas connectors. £2700, richardschassis.co.uk Galvanised chassis expert, Richards, is launching a new chassis for the classic Range Rover. With more and more of these icons being rebuilt from the ground up, this will no doubt be music to the ears of many eager enthusiasts. This premium forged aluminium air tank has a four-litre capacity and is ideal to use in combination with an ARB air compressor, giving more air storage for use with air tools or reinflating tyres. The tank comes with mounting brackets, hardware, pipe fittings and port plugs. COMPILED BY MARTIN DOMONEY
DISCOVERY 2 BIG-PORT INTERCOOLER £552, allisport.com With more and more Discovery 2s being highly tuned or converted to alternative engines, Allisport has launched this uprated intercooler which comes with a choice of 57mm or larger 64mm ports for use with larger diameter turbo pipework than standard, increasing air flow. Lifetime warranty; Defender version also available. TOP TRUMPS CARDS £6, winningmoves.co.uk Pit your favourite green ovals against lesser 4x4s in this classic Top Trumps game. Featuring 30 cards with a huge variety of makes and models, this fast-paced game is sure to keep petrolheads young and old entertained for hours. DOOR CARD FIXINGS £36 (pack of 26), masai4x4.com Put your Defender’s f lappy door cards right with this excellent repair kit from Masai. The mounting tabs for securing clips commonly fracture and break off, with no way of reattaching them - until now! The kit comes with all you need to repair the cards with retaining plates and fir tree clips that grip better than the standard hard plastic ones. STANLEY FOOD JAR £32.99, uk.stanleyl913.com Available in a choice of blue, white or black, these Adventure To-Go food storage jars from Stanley are tough, insulated and leakproof, making them perfect for camping and overlanding. They’re made from stainless steel and are dishwasher safe, and will keep food hot or cold for four hours. MOUNTAIN RESCUE T-SHIRT £15, facebook.com/CBMRT Made in collaboration between the Central Beacon Mountain Rescue and Foundry 4x4, this cool T-shirt is being sold to raise money for the charity, with the Land Rover silhouette design displaying words synonymous with the rescue team. RIBCHESTER WINTER BOOTS £225, lanxshoes.com Perfect for the colder seasons, these smart Lanx Ribchester boots are a classic pull-on Chelsea style with a trekking-inspired Vibram sole and full water resistance. Choose from Brown, Conker or Black, and sizes from 6 to 14. INDUCTION HEATER £756.92 Contact: lasertools.co.uk Dispatch seized fixings with ease with this new heat inductor kit. The handheld tool creates an intense, flameless heat to help rusted fixings break free without risking damage to surrounding areas. It comes with six different inductor coils, pistol-grip attachment and has an integral LED light. Runs off a standard 3-pin domestic plug. ALL-TERRAIN TYRE From £143.98, goodyear.eu Good news for those who have been yearning after the popular, but previously US-only, Goodyear Wrangler Duratrac; it’s now available in the UK. Offered in 15 sizes including 235/85 R16 and lower-profile choices to fit newer Discovery, Range Rover and Defender models, the tyre is rated at a 50/50 split for on- and off-road use. TECHSHIELD COATINGS From £9.99, rust.co.uk Techshield is a thick bitumen-based underbody wax that protects against corrosion and stonechips, as well as helping to deaden sound. The wax is applied in a single coat and doesn’t drip or sag once applied, and is sold in either single cans, boxes of 12 aerosols or in Shutz-style containers to be used with an underbody spray gun and air compressor. landrovermonthly.co.uk 17
PRODUCTS SEAT MOUNTING PLATE £4.74 each, yrmitco.uk SERIES ll/IIA BRAKE FLUID RESERVOIR £191.30, steveparkers.com These new brake and clutch fluid reservoirs M57 CONVERSION KIT £POA, 4x4fabrication.co.uk Complete with stainless steel countersunk fixings, these 2mm-thick seat-to-seatbox nut plates (YRM product no. 1125) will outlast the rest of the seatbox. They suit Series and Defenders, corresponding to part numbers MTC7631 and MTC4525. SMOKE £299.99, uk.bioliteenergy.com SWISS CHAMP MULTI-TOOL £123.99, swiss-store.co.uk Enjoy all the goodness of outdoor campfire cooking, with none of the smoke. This Biolite Firepit-*- burns firewood or charcoal with optimum efficiency, thanks to its patented airflow technology. The ‘X-ray’ mesh body gives the full visual appeal of a firepit, and the included grate transforms the pit into a versatile grill - and it’s all controllable remotely via a dedicated free Bluetooth app. PADDED SOCKS From £19, tiso.com This mid-weight hiking sock features advanced zonal padding for excellent comfort and support, whatever you are doing. Merino wool-infused fabric wicks away sweat and keeps you comf ier for longer, and the fit is snug enough to stop the socks from slipping down or bunching up when wearing boots. suit the Series II and 11 A. The combined reservoir serves both the hydraulic clutch and brake systems, with an internal dividing wall separating the two. The reservoirs are made to the original design, so are a direct fit and won’t look out of place. Part number 504105Girling. DEFENDER DASH END PANELS From £25, raptor-engineering.co.uk These steel binnacle ends for the Defender are ideal for replacing cracked or damaged originals and toughen up the dashboard assembly, especially when combined with Raptor’s other metal parts. Available as a plain replacement or with an extra switch pod for two Carling-type switches. Make mounting Lazer’s chunky Sentinel driving lights to the front of your 2020-on Defender easy and discreet with this new installation kit. Sold under part number DA3719 through Britpart retailers. 4x4 Fabrication is now offering all you need to fit the popular BMW M57 engine into your 2.4 or 2.2 TDCi Defender. From individual parts to a full conversion kit, the company can supply everything to physically bolt the straight-six engine into the chassis and marry it to the original six-speed gearbox. Packing a whopping 33 useful functions into an attractive walnut wood-finish pocket knife, the Swiss Champ is a valuable ally whether at home, in the workshop, camping orjust for daily use. The iconic Minilite alloy wheel is now available for Land Rovers. The new wheels come in 8xl8-inch sizes and ETO offset, and fit the Series III, Defender, Range Rover Classic and Discovery 1, with a 1220kg load rating. Choose between silver, anthracite and black finishes. 18 landrovermonthly.co.uk
2.2 TDci 90 Soft Top, 84,068 miles. £34,995. TD5 NAS 90 Soft Top Nenebuilt, 40,661 miles. £35,995. SVX 60th Anniversary Edition 90 Soft Top, 18,448 miles. £42,995. 2.4 TDci Retro Classic 90 Soft Top, 21,997 miles. £33,995. SVX Limited 90 Station Wagon, 33,274 miles. £37,995. 110 XS Station Wagon, 54,798 miles. £39,995. 2.2 TDci 90 XS Station Wagon, 44,481 miles. £41,995. Retro Classic 110 Soft Top, 75,120 miles. £48,995. Rivolve R53 V8 Sport Wagon, 61,300 miles. £89,995+VAT. Defender 110 Utility Station Wagon, 66,273 miles. £37,995. 110 XS Station Wagon, 87,000 miles. £27,995. 110 XS Station Wagon, 59,995 miles. £39,995. 110 Rivolve Retro Classic Utility Wagon, 51,600 miles. £POA. 110 XS Station Wagon, 48,844 miles. £37,995. WORLDWIDE EXPORT TRAILERS Rivolve Mk-M POP TOP CAMPER DEFENDERS LR SOUNDS к DiFtNDfR Hl AUDIO. COMMS. Ш/JI INTtRTAINMINT " SOUNDPROOFING OPENING TIMES: Weekdays 8:30am to 5:30pm, Saturdays 9:00am to 1:00pm Manor Farm, Ailsworth, Peterborough, PE5 7DL. Tel: 01733 380687 / Sales Hotline: 07850 156655 / After hours by appointment. www.neneoverland.co.uk advice@neneoverland.co.uk □ EID
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STAINLESS STEEL FRONT END STYLING Stealth Vent Kit Mesh Headlight Surrounds Stealth Front Grille Stealth Headlight Surrounds STAINLESS STEEL TITAN SIDESTEPS
Terra fir a Serious 4x4 Accessories Established in 2007 Terrafirma has become the most recognised accessory brand for Land Rovers in the world. Terrafirma Serious 4x4 Accessories range is designed to satisfy the diverse requirements of Land Rover owners both on and off road by providing products that properly serve their purpose. Terrafirma accessories are designed and produced to maximise the performance and capability of your vehicle, not only for recreational and competition off road but also for expedition, commercial and military applications too. Quality, performance and value is at the heart of what we do. We strive to ensure the quality of the accessory you receive meets or exceeds that of the vehicle you are fitting it to, we want Terrafirma owners to be proud of their purchase. Each Terrafirma product is designed and specified to enhance the performance of your Land Rover without compromise. EXPEDITION PERFORMANCE О WHEELS INTERIOR STYLING LIGHTING ® BRAKING STEERING SUSPENSION EXTERIOR STYLING L 0 PROTECTION 3 RECOVERY MERCHANDISE Scan our QR code For a chance to win a 2024 wallplanner THE WORLDS BEST ACCESSORIES FOR LAND ROVER For more information visit www.terrafirma4x4.com email enquiries@terrafirma4x4.com Follow us on Social eoia
Award-winning journalist Gary Pusey is co-author of Range Rover The First Fifty, trustee of The Dunsfold Collection and a lifelong Land Rover enthusiast THE ENTHUSIAST aA GARY PUSEY Reinventing Land Rover History... A S you probably know, the JLR Defender was a Worldwide Partner for the 2023 Rugby World Cup. Within hours of the end of the first games of the tournament over the long weekend of 8,9 and 10 September, I started to receive emails and messages from aggrieved LRM readers, bemoaning the fact that JLR’s TV advertisement for the Defender that appeared in all the commercial breaks made absolutely no reference to it being a Land Rover. Searching for the Land Rover logo is becoming a bit like Where's Wally?. Come to think of it, maybe JLR could sponsor a new book in the Where's Wally? series, where Wally hides with a Land Rover logo under his arm. They might just get it out in time for Christmas, giving Land Rover enthusiasts endless hours of festive fun in fruitless searching for the missing oval... I watched a few World Cup games myself and the folk that contacted me were right; I guess should not be a surprise given the company’s brand announcements over the past few months. I decided to search out JLR’s press release about the Defender and the Rugby World Cup, which included a short video of the glitterati attending a glamorous launch party in Paris hosted by British actor and rapper, Kano. In full Where's Wally? mode, I managed to catch a glimpse of a Land Rover logo on the wall of the Parisian party venue, the Palais de Tokyo, although I had to watch the video three times before I spotted it. This was because I’d blinked at the wrong moment during the first two viewings. Neither was the logo in the usual places on the Rugby World Cup 2023 Limited Edition Defender, one of which formed the backdrop to Kano’s gig. It appeared to have lost its oval badge from the left-hand rear panel, leaving it with only the one on the radiator grille. I wonder how long it will be before that one disappears as well. According to JLR, only 23 of this special edition will be built by the company’s SV Bespoke team, based on the 110 P400e Electric Hybrid. All will be finished in Santorini Black, with 22-inch Satin Gold alloy wheels, matching Satin Gold bumper inserts, Defender script and signature graphic, as well as Rugby World Cup 2023 logos on the wing behind the front wheel. The interior is equally luxurious and trimmed with Windsor Leather finished in ebony, with matching ebony headlining and blue contrast stitching on the seats and mats, plus an embroidered Rugby World Cup 2023 logo on the front headrests. And don’t forget the unique puddle lamp graphics with the Rugby World Cup 2023 logo. Tasteful, if you like that sort of bling. Bizarrely, all of the 23 have been allocated to JLR’s French boutiques. If you want one you might struggle, because JLR says they “will be offered to 23 handpicked customers in France”. Given the French team were knocked out of the tournament by South Africa on 15 October there might not be much interest, even among the most "Searching for the Land Rover logo is becoming a bit like Where's Wally? Maybe JLR could sponsor a new book where Wally hides with a Land Rover logo under his arm" carefully chosen of deep-pocketed potential buyers in France, so this Limited Edition might turn out to be a real collector’s item in years to come. When the full-colour, double-page Rugby World Cup 2023 Defender adverts appeared in the press, my inbox swelled even further. Quite a few people even took the time to read the microscopic print at the bottom of the ad, searching in vain for a glimpse of the words ‘Land Rover’, or an oval logo. There were none to be found there, either. A number of the critics said they were JLR employees, deeply unimpressed by the company’s decision to fade the Land Rover brand into the background. It’s fair to say that most of us don’t like change, and the reality is that only time will tell whether the JLR executive board’s decision is an inspired one, or a disastrous error of judgement on a monumental scale. The overwhelming majority of Land Rover enthusiasts that I’ve spoken to are certainly in the latter camp at the moment. I’m always searching through JLR’s website and publicity material looking for insights and clues into the company’s thinking, and I was interested to find the following words on the current Defender buried in ‘Notes for Editors’. ‘A beacon of liberty since 1948, the Defender supports humanitarian and conservation work with the International Federation of Red Cross and Red Crescent Societies and the Tusk Trust,’ JLR says. ‘The Defender brand is underpinned by Land Rover - a mark of trust built on 75 years of expertise in technology and world-leading off-road capability. Defender is designed and engineered in the UK and sold in 121 countries. It belongs to the JLR house of brands alongside Range Rover, Discovery and Jaguar’. What’s JLR telling us in this reinvented view of Land Rover history? Firstly, the first four-wheel drive vehicle developed by the Rover Company and launched in 1948 wasn’t called a Land Rover, it was a Defender. Secondly, Land Rover is only a ‘trust mark’ reflecting off-road technology and capability - it isn’t and never was a vehicle. And thirdly, JLR wants Defender to be perceived as British and chooses not to mention its hardworking employees in Slovakia who actually build it. I call it selective historical revisionism, and I don’t think it’s a good thing. landrovermonthly.co.uk 23
1» A BLANCHARD & CO EX MILITARY LANDROVER SPECIALISTS, CLAY LANE, SHIPTONTHORPE, YORK, UK YO43 3PU EX MOD SPARES, SURPLUS STORES & EQUIPMENT TEL: +44 (0)1430 372765 Fax: +44 (0)1430 872777 Email: info@pablanchard.co.uk Website: www.pablanchard.co.uk vehicles. Military High spec finish. Price £74.99 + VAT Just Released, Military Snow Cover for Heater Air Intake, Fits all Defenders, RHD LHD available, (Photo shows RHD) Price £59.95 + VAT Just Released, Military Radiator Muff Assembly. Fits all Defenders. Complete with Turnbuckle Fixings and Rivets. POA
Thom is a British freelance journalist who has written for The Times and The Guardian, and now mostly spends her time reporting from Libya Discovery calamity AITINGfor the Friday afternoon London mass exodus traffic to subside, we set out later than intended to head down to the Sussex coast to visit extended family. This gives the Fella ample time to load the interior of his Discovery with our mountain bikes and his stand-up paddle board, and lash his Wave Ski (a long thin boat) to the roof rack before we hit the road out of town. Around halfway, just after the sat nav has expelled us onto a side-road (for missing our turning) to make a looping deviation back to our intended route, the Fella emits the ominous proclamation: “There’s a warning light.” “What sort of warning light?” I enquire with interest, leaning across to see the dash. “It’s out of coolant and is overheating,” he says. “Look, the temperature gauge is right at the top.” He pulls over onto the verge, and I flip the bonnet catch. Woefully underprepared for anything but seaside adventures, we rely on the light from our mobile phones to illuminate the engine, or what one can see of a 2006 Discovery engine, sheathed as it mostly is in black plastic. There are three fluid containers with lids in a little huddle on the right. “Do you know which is the water?” I ask and the Fella - who has zero interest in mechanics - admits uncertainty. Out comes the vehicle booklet and, once we’ve established it’s the middle one, we open it up to pour in our drinking water. “Try not to spill it, otherwise we can’t check for leaks,” I caution, although the transition from warm interior to freezing cold exterior makes it hard to maintain a steady hand. “There’s no leak!” he declares confidently, sloshing the water around. A litre and a half vanishes instantly, leaving the reservoir still empty. With no more water on board, I hop back into the warmth to locate the nearest petrol station, while the Fella starts banging away, trying to shut the bonnet. These bonnet catches are a long-standing issue that several mechanics have claimed they’ve fixed but, in reality, have just managed to close. I stare out through the windscreen and he catches my eye and shakes his head. The catches are proving elusive. Eventually the catches catch and we drive the merciful short single mile to the petrol station to stock up on overpriced mineral water. After topping up the reservoir to what may be a level mark (as it’s not at all clearly marked), I set to cleaning the bonnet catches with copious amounts of WD40, a penknife and a rag. They look a lot better for it but we still can’t get that bonnet totally closed beyond the safety catches. But they are there for, well, safety, right? So it should be okay, As we’re over halfway there, we have the same distance to drive whether we press on or head home. Back on the road, I’m still concerned about engine health. “We just have to hope there’s not a leak,” I say. “There’s definitely no leak,” the Fella repeats. With suspicion, I ask how he can be so sure. “Oh, the warning "We've moved onto other conversation when there is a sudden almighty bang" message has been telling me for weeks that the coolant’s low,” he says cheerfully. “There’s no leak.” I ask how many weeks. “Oh, absolutely ages. I just couldn’t face trying to close the bonnet. But it’s been totally fine. I even drove to Devon and back with the light on!” Having once been accused of “taking vehicle neglect to a whole new level,” I have finally met my match. With no evidence of overheating, we’ve moved onto other conversation when there is a sudden almighty bang and the road goes black. We had overestimated the security afforded by the safety catches, which must have failed, sending the bonnet flying up. Thankfully, we are in the left-hand lane so, hazards on, the Fella pulls swiftly onto the hard shoulder and, through a tiny sliver of visuals along the base of the windscreen I guide him tighter in. To say we’re shaken is an understatement. Out in the frigid night we find the bonnet wedged under the front of the fibreglass boat, which had arrested its progress towards the windscreen. The Fella wrenches it out and pulls down the bonnet. It is misshapen, either side of the gorge engraved by the boat, and there is a several centimetre tear - an actual tear, as though the bonnet’s metal were paper - near the passenger door mirror. Although I doubt it will ever close again, the Fella is extremely strong and, spurred on by adrenaline, manages to somehow force it closed, at least on the safety catches, lashing it down with a strap. We clamber up to inspect the boat. The force of the impact knocked it right out of position and has damaged part of the roof rack. In the freezing cold - living the Land Rover dream on the hard shoulder - we reset the boat into its little holders and re-tie it into place. Hazards on, we traverse the remains of the A3 with the remains of the bonnet as secure as possible under the circumstances, keeping below 40mph which now feels very fast indeed and eventually arrive - hours late - with relief. The great thing about boaty people is their love of problem-solving and, over the course of the weekend and multiple interested damage inspections, various hands make contributions towards securing the bonnet. By the time we turn our wheels back towards town, a plain black strap is tightly bungeed from wheelarch to wheelarch and a thick green rope is lashed around the door mirrors and looped around down under the numberplate. It looks pretty cool and, after recent experiences, seems likely more secure than the original vehicle specs. I’m not generally superstitious but, after that little adventure, I might think twice before participating in another Land Rover Л excursion on a Friday the 13th... W LAND ROVER MONTHLY.CO.UK 25
When Brit Jack Dobson emigrated to Australia in 2010 he took his passion for Land Rovers along with him DOBBO DOWN UNDER aA JACK DOBSON Immersed in Land Rovers D OES anyone else browse Facebook Marketplace for Land Rover parts or vehicles and find themselves inadvertently clicking on their own listings with a view to making a purchase? I hope it’s not just me. Anyway... In a bid to try and win back some space, I have been trying to slim down my collection of Land Rover parts by selling them. It’s a tough one as I’m loathe to get rid of anything that I may need later on down the track. Body panels are a good example. My policy is to never sell panels that are in superb condition because I can be sure future project vehicles will need them. But where do you store a 109-inch rear tub for that rainy day? I have been considering suspending things from the ceiling but I’m not sure I feel comfortable with parts dangling above me. Speaking of body panels, have you seen there’s now a company in Thailand that sells ‘a Land Rover in a box’? We’re talking complete, newly manufactured Series Land Rover panels that come pre-painted and ready to fit. I notice several people in Australia have ordered these kits, or at least a selection of panels, for their restoration projects. I wonder how the quality compares with the original items and can you still call it a Land Rover if it’s made up of non-original, replica parts? I will find out soon as I ordered a pair of wings for my 80-inch project. For those of you not up to speed, my current fleet of registered vehicles consists of three Series 11 As: a 1964 88-inch soft top powered by a 3.9-litre Rover V8, a 1968 109-inch three-door soft top powered by a 3.0-litre Holden six-cylinder, and a 1968 109-inch trayback powered by a 3.3-litre Holden six-cylinder. As for unregistered vehicles, I’ve got an 80-inch and an original Range Rover. You’ll find me driving a Land Rover every day of the week and I visit a petrol station at least four times a week. Most of the people for whom I restore vehicles will use their Land Rovers purely as a plaything, and usually sparingly on weekends. I think that’s a bit of a shame because these vehicles are fantastic fun when driven daily. I have recently started the surf boat rowing season and that means leaving my house at 4.00am a couple of days each week followed by a 100-mile drive south to Surfers Paradise. I could likely borrow my wife’s modern Volkswagen, but would that be as fun? No. I suppose there is a flip side to all the fun of daily driving Series Land Rovers and “I was asked to send a video of the disc handbrake not working. What does that mean, film my car rolling down a hill after I've parked it?" that’s the maintenance schedule and general upkeep. In all honesty, there is seldom a week that passes when I don’t have to perform some sort of maintenance or running repair. This past week work has included (but probably not limited to): fixing a broken fuel gauge, tightening loose suspension bolts, wiggling some wires, topping up engine and gearbox oils (on the entire fleet) and repairing a broken speedometer cable. It certainly helps if you can tend to these things yourself. I think the trayback deserves a special mention this month because it’s managed a staggering four weeks without a breakdown. It’s not been an easy month for it either - it’s made multiple early morning trips to the coast and back, plus I’ve used it to collect a military Series III 109in that someone gifted me (probably the rustiest Land Rover I have ever seen). It has genuinely been a pleasure to drive. I don’t know about what it’s like in the UK, but I keep spotting Ineos Grenadiers over here and whenever I see one I feel compelled to wave. Are you finding that too? I know they aren’t Land Rovers but it feels more natural to wave at them than it ever will at a new Defender. And finally, a bit of a rant about new Series Land Rover parts. I’m talking things like clutch master cylinders, brake components, wing mirrors, wiper arms and gearbox gaiters. As part of a comprehensive vehicle restoration, you would generally expect to replace all the braking system with new master, wheel cylinders and drums, etc, but I keep finding the current offering of replacements to be inferior quality to the original specification items, so these days my inclination is to retain and refurbish originals and not bother buying new. What’s wrong with a new wing mirror or wiper arms? Well, some of them rust within weeks. It really is not good enough. And as for gearbox, high/low ratio and handbrake gaiters, does anyone know of a set that last beyond a few weeks? Do we bother complaining to the manufacturers of these substandard parts? I have gone to some effort in the past but it has never led to a satisfactory resolution - at best I might be offered a replacement item of the same inferior quality, or the most recent response was to ask that I send a video of the disc handbrake not working. What does that mean, film my car rolling down the hill after I’ve parked it? landrovermonthly.co.uk 27
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Tom Barnard is an author, veteran motoring journalist and LRM's market guru MARKET NEWS дА TOM BARNARD Sentimental value c AN you remember the registration number of the first car you drove? I’m guessing the enthusiasts who read LRM will remember it in great detail, especially if it was a Land Rover which then sparked your later enthusiasm (or perhaps obsession) with the brand. For me it was a Series 11A which some family friends had bought to transport logs and tools around their farm in Norfolk. It hadn’t been MoT’d in years and you could see the brush-applied Bronze Green flaking off to reveal bright yellow and part of the word ‘Recovery’. Under that layer of paint was the original Bronze Green. The brake pedal flopped uselessly in the footwell, so my dad left it in low-range so that the 14-year old me couldn’t do too much damage. I spent hours in that 11 A, teaching myself clutch control and generally having fun. According to my online stalking, that Series 11A - 6331 UR - is back on the road, presumably after having a lot of work done. And I know that if I spotted it up for sale I’d have to go and ask my bank’s computer very nicely for a loan to make it mine. Having an emotional attachment like this to Land Rovers can have the strangest effect on values. I once watched a Series III going through auction and couldn’t fathom why the bids were going so high. It turns out it was a probate sale and two brothers were fighting over their late father’s car. The only real winner was the auctioneer who was taking a percentage of the sale. It must have made family get-togethers a little tense afterwards. While 6331 UR eludes me, I was also sorely tempted this month by an L322 Range Rover to which I had a tenuous attachment, as I drove it for an LRM feature back in 2019. The 2010 4.4-litre TDV8 Autobiography was noteworthy then as it had covered 327,000 miles and had the most comprehensive (and expensive) service history you can imagine. In the past three years the new owner seems to have spent another fortune sorting out the cosmetic tiredness I noted in the article and he’s added another 10,000 miles to the odometer. The asking price of £5000 sounded very reasonable too, so it was no surprise that it sold before I could persuade Mrs В it was a good idea. My eye was also caught this month by news of another Range Rover with a six-figure mileage and an interesting history, but this one certainly won’t be heading for my driveway. BN04 EPU sold at an auction three months ago for £33,000, largely because there was strong - but circumstantial - evidence that it was once owned by the late “Having an emotional attachment to Land Rovers can have the strangest effects on values” Queen. Besides her favourite colour and trim choices of ‘green and cream’, the clues included a build sheet from Land Rover’s SVO department which showed extras such as hidden blue lights behind the grille and extra grab handles to help someone of smaller stature climb up into the car. Filler on the bonnet where a mascot had been mounted was another pointer. The new owner scoured the world for more proof that it was her car and found a video of the monarch driving the green Vogue at a horse racing venue. This was enough for them to put the car up for auction again, this time with an estimate of £60,000. Would you be tempted? It seems decent value compared with the £722,500 paid for Princess Diana’s old Escort RS Turbo, but I’m not sure the Range Rover has enough significance to justify being worth ten times its ‘normal’ value. There are certainly L322s which the Queen seemed more attached to. She was frequently seen in CK58 NPJ and kept it right up until her death, spurning offers of newer models. If you have a spare moment, check out the MoT history online as it is the cleanest you’ll ever see on a 15-year old Range Rover. At the other end of the scale, there is another L322 for sale currently with a well-known previous owner. The 2011 TDV8 was ‘upgraded’ with a crystal- encrusted clock and painted pink by Project Kahn. It wore the registration KP11 HOT and was regularly featured in tabloid newspapers with Katie Price at the wheel. While Ms Price attempted to sell the car back in 2013 by asking if any of her Twitter followers wanted to buy it, the current owners are taking the more conventional route of an eBay listing. It’s advertised at £20,500 if you’re wanting the brighten up your driveway with a riot of pink - that’s not much more than the value of the same car without any celebrity connection. If you are an admirer of these celebrities or a royal super-fan, you might be tempted to pay a premium for these cars and it adds a level of interest to the history. But as Land Rovers have such a good survival rate, we will all have a connection to a car which is still out there and holds special memories. Just be careful you don’t get too carried away if you spot one for sale. LAND ROVER Specialist </ Tel 01452 640107 www.gloucesterlandrover.co.uk landrovermonthly.co.uk 29
Richard Hall runs a small Land Rover repair and restoration business in Norfolk and every month he lets off steam in LRM. NORFOLK GARAGE aA RICHARD HALL Hub seal woes seem to get through a lot of hub seals. Only last week I had a really lovely little Series HA in for a service and general check over before it was put away for the winter. It was an interesting vehicle, being one of a batch of seven-seat station wagons purchased by the Post Office for telephone line maintenance work and numbered in the SYF**F series. This is the third of these that I have come across and has survived very well, although it has lost the capstan winch originally fitted for (presumably) pulling telephone cables through underground conduits. To my mind, even the most basic service on a drum-braked Land Rover should include removal of the brake drums to check the condition of the cylinders and shoes. All too often, the first time a vehicle comes to me the drums are rusted solid onto the hubs and have clearly not been removed for many years. The drums have a threaded hole in the face, into which a bolt can be screwed to separate the drum from the hub. This assumes that the drum has not been fitted with the threaded hole directly over one of the brake drum retaining screw holes... Bolt size is either 3/8-inch Whitworth or M8 x 1.25 metric, depending on who made the drums and when. On this Series HA the drums came off without putting up too much of a fight, revealing newish brake cylinders and shoes but a thin coating of oil around one rear hub and on the lower half of the brake backplate, indicating that the hub seal was past its best. There was no indication of trouble from the outside, but if left much longer the oil would have started to contaminate the brake shoes, resulting in uneven braking. The seals are fairly cheap and do not take too long to change. The first step is remove the drive flange. On the rear axle the flange and halfshaft can be removed in one piece, but on the front you will need to prise off the dust cap, then undo the large nut holding the flange to the halfshaft. If your vehicle has free-wheeling hubs, these will have to come off which can take you into a whole world of pain and grief. Fairey hubs are held together with a plastic retaining strip a bit like a large cable tie which can snap at its outer end: many of the other types of hub use imperial socket bolts or cross-headed screws to secure the end plate, and both types like to round off for fun. Once you have gained access to the hub securing nuts the next step is to knock back the bent-over edge of the locking tab washer: the outer hub nut can then be undone using the correct 52mm deep socket or box spanner. Many of the vehicles I see have had the nuts undone and retightened with a hammer and chisel which is a good way to get shards of metal into the bearings. Light chisel marks I gently grind away, while heavily butchered hub nuts go in the bin, along with the used locking tabs. The inner nut can now be removed and the hub assembly pulled off the stub axle. The hub and seal designs changed over the years. Series vehicles up to 1980 used a rather weedy single-lip seal (RTC3510) and have no depth-stop to aid fitting. These hubs have unequal sized bearings, with the inner being a larger diameter than the outer. From 1980 Land Rover went over to a more robust double-lip seal (RTC3511) for Series vehicles and added a machined edge to the inside of the hub so that the seal goes in square and to the correct depth. ILLUSTRATION: IAN WEST PHOTOS: RICHARD HALL 30 landrovermonthly.co.uk
FIND US ON: * @LRMonthly Ц LandRoverMonthly @land_rover_monthly Q Land Rover Monthly This brought the Series hub design into line with the Range Rover, and subsequent coil-sprung vehicles used the same layout with minor variations. I normally use FTC4785 seals on the coil-sprung hubs. Having extracted the old seal with a hook-type puller, I give the hub and bearings a good clean, ensuring on later hubs that I do not lose track of which bearing fits in which position. Bearings can then be inspected for pitting or scoring in the rollers and races. All these hubs have big, strong taper roller bearings which seldom give problems unless they have been run dry. You will also need to clean and inspect the seal seating surface. Whether the bearings need to be packed with grease before reassembly will depend on how the hubs are lubricated. On most Series vehicles the bearings rely on axle oil for lubrication. Coil-sprung vehicles can be either oil or grease lubricated, depending on whether they have seals on the halfshafts to keep axle oil out of the hubs. If in doubt, packing the bearings with grease will be the safest option: worst case there is that the axle oil gradually washes the grease away. Front hubs should always be grease-packed if you are running semi-fluid grease in the swivel housings. Now the inner bearing can be fitted and the seal pressed into place. The later seals can be pressed in using an old bearing race until they contact the depth-stop. RTC3510 seals are more problematic as they need to go in perfectly square and sit with their outer face a fraction below the edge of the hub. This is very hard to achieve without the correct tool (Churchill 18G1349 or LRT 54-501) which will set you back about £100. Cheaper versions are available but they do not always press the seal in quite far enough. The correct tool uses the inner bearing race as a depth-stop. With care and patience it is possible to fit the seal without special tools - I did it the hard way for years, and destroyed a fair few brand new seals in the process. Before refitting the hub there are a couple more points to consider. Hub seals seldom fail for no reason at all. The most common reason for premature failure (apart from using cheap and nasty seals, or fitting them off-square in the hub) is wear or damage on the inner end of the stub axle, where the seal runs on a raised ring or ‘land’. If this is grooved or pitted with rust it will shred the new seal in no time. On pre-1980 Series vehicles the land can be replaced. In most other cases it is machined as one piece with the stub axle, so the entire stub axle must be changed if the land is damaged. On this Series HA the land had a couple of deep wear grooves in it. It is made of fairly soft metal and not too hard to replace. I remove the brake shoes to improve access, then chain-drill through the land from outside, making sure not to drill right through the land and into the stub axle. The land can then be split with a sharp chisel, pulled off the stub axle and a new one knocked on with a length of steel tube and a big hammer. If the land appears good and there is no other obvious reason for failure, it is worth checking the breather on top of the axle case. Series vehicles have a brass breather with a steel ball inside, and coil-sprung vehicles have a plastic tube attached with a banjo fitting. Both types can clog solid, leading to a build-up of pressure in the axle which blows oil past whichever seal is weakest. The Series breathers can sometimes be dismantled and cleaned but on a cost/hassle basis it is usually easier to change them (part number 515845). Plastic tube breathers can normally be cleared out with a small drill bit and screwdriver, but nine times out of ten you will have to cut through the tube to get the banjo bolt out of the axle casing, as it will be rusted solid to the banjo. The two halves of the tube can be reconnected with 6mm fuel hose when you are done. Once you are satisfied that the new seal will not quickly go the same way as the old one you can refit the hub, using a new locking tab. There are three types of tab: one with a tongue which engages with a slot in the stub axle to prevent rotation, and two to fit a stub axle with a D-shaped end which come in two fractionally different sizes, for reasons that no doubt made sense to Solihull at the time. Tighten the hub bearings as per the workshop manual, taking care not to over-tighten them, then refit the drive flanges. If you have had to remove the end caps and they are the metal type, replace them: they stretch when first fitted and will not seal properly if reused. Plastic end caps can be reused if undamaged and flexible: if they need replacing, use genuine Land Rover ones. They are about ten times the price of the hard plastic pattern parts, but work. Many times I have had a vehicle booked in for leaking hub seals which turned out to be loose or split dust caps covering the outer face of the wheel in axle oil. Getting hot ONE other minor issue needing attention on the Series HA was a non-working temperature gauge. The first step was to connect the sender wire directly to earth. With the ignition on, the needle rapidly moved into the red zone; it indicated a problem with the sender itself. I had a rummage around but the only senders I had were from military 2.5 diesels (of which I have several cluttering up the workshop). These senders are intended to work with the Defender-type gauge and have a totally different resistance profile to the Series items. I finally found a suitable sender attached to a 2.25 diesel head buried under a pile of junk at the back of the workshop and this worked perfectly. Having finished off the Series HA I turned my attention to the next job, which was transplanting an ex-Discovery 300Tdi into a rather nice ex-military One Ten. I have done plenty of these conversions over the years and know which parts I will need: these include a new temperature sender. The Discovery sender has a lower resistance than the Defender version, giving a very high gauge reading. The correct sender, part number AMR3321, has a black plastic insulator, whereas Discovery versions are green. I had a couple of senders already in stock. Both were labelled AMR3321 but one had a green insulator which made me wonder if it was a mispackaged Discovery item. The other had a black insulator and this was the one I fitted first. Even with the engine cold the needle sat about a quarter-way up the dial: after about half a mile the needle was almost in the red. I quickly drove back to the workshop and established that the gauge was telling porkies - engine temperature at this point was only about 60 degrees Celsius. I swapped the sender for the one with the green insulator which gave the same result. Two new senders from different sources with the same defect seemed unlikely, so I swapped the temperature gauge for a new one. I have found a few times that the temperature gauges on older vehicles can read a bit high and need changing: Tdi engines run a few degrees hotter than the old 2.5 lump. In this case, changing the gauge made no difference. I double-checked the earth wire to the gauge casing. These gauges have an internal voltage regulator and will read high landrovermonthly.co.uk 31
NORFOLK GARAGE if not earthed properly. This one was fine, pointing the finger back at the sender. I ordered another AMR3321 sender, this time choosing a different brand. It was visibly different to the others: the terminal pin was bright-plated steel rather than brass and the overall shape wasn’t the same, so it had obviously come from a different factory. I had high hopes that this would cure the problem, but it made absolutely no difference to the gauge reading. I can only think that the various manufacturers are all drawing their technical data from the same source, and that an error has crept into that data. I now had a vehicle due to be collected the following morning, and no working temperature gauge. I needed a cunning plan, and fast. On top of the 300Tdi cylinder head, about halfway along, is a threaded hole to take a sender. On early engines this hole was fitted with a blanking plug: later engines had a sender fitted as part of the emissions control system. I was hoping that the threaded hole would take a 200Tdi sender but it was too small. I then had an idea: I put a multimeter across the terminals of the sender I had removed and found the resistance was about double that of the duff AMR3321 senders I had been trying. I lashed up some temporary wiring to connect the sender to the gauge and was rewarded with a needle which sat bang in the middle of the gauge with the engine fully warmed up. The only remaining question was whether the gauge would move into the red if the engine overheated. I tried a series of experiments involving a camping cooker, a pan of engine oil and a Defender temperature gauge, but the results were inconsistent, probably because of the small volume of liquid in the pan. The temperature needle certainly moved upwards, but I could not be absolutely sure that it would give early enough warning of an overheating problem. I will have to keep hunting around until I find a source of AMR3321 senders that work properly. Diesel Death Truck I have a new workshop toy in the shape of a late 1970s Autotruck, a three-wheeled machine built for many years by RA Lister & Co of Dursley (better known for its stationary engines). They were mainly used for transporting parts and machinery around factories and were once very popular. Fork-lift trucks killed them off: why load a big casting onto a truck to move it across the site when you can just pick it up with a fork-lift and drop it exactly where it is needed? Most Autotrucks were either exported or scrapped for their air-cooled Lister diesel engines: survivors are rare. My Autotruck turned up locally on Facebook Marketplace. I had been looking for an old dumper truck to restore: crank-start diesels have long fascinated me and I thought a dumper truck with a towing pole attached would be useful for moving dead vehicles around the yard. Then I spotted the Autotruck for sale, in a rather sorry state. It had originally belonged to British Rail and had ended up being used to cart horse muck at a large stables which had not done the drop-side rear body much good. Eventually it stopped working and was left outside to rot. Having got it back to the workshop I set about seeing if I could make it move under its own power. The engine started easily after Dave the landlord had turned up a new wooden roller for the starting handle and I had repaired the broken ratchet using a spring salvaged from a Defender clutch cylinder. A new throttle cable came from the parts store (90/110 2.5 petrol) along with a return spring (Series clutch pedal). The seized gearchange freed up with plenty of oil, and I was lucky enough to find a lining kit for the clutch. In no time at all I had the little beast chugging up and down the yard in a cloud of smoke, with the distinctive sharp bark of the unsilenced Lister diesel echoing off the buildings. It is without doubt the most dangerous vehicle I have ever driven: the engine is mounted high up above the single front wheel which makes it feel unstable, and the narrow track rear axle has solid rubber tyres and no suspension at all. It is all very amusing. Although very different in concept to the old Land Rovers we know and love, it does share some characteristics. It is massively over-engineered with about twice as many fasteners as it really needs. Access for maintenance was clearly a priority, and everything on it is designed to be dismantled and repaired if it breaks. It even has grease nipples on the control cables. I think one of the attractions of the older Land Rovers is that they can be kept going almost indefinitely using simple, readily available parts and basic tools. This is in sharp contrast to modern cars which rely on non-repairable electronic modules and complicated bits of moulded plastic. The Autotruck has solved one problem I had in my crowded workshop, which was what to do with the engines and gearboxes awaiting overhaul. I just dump them on the back of the truck (which has a remarkable three-ton load capacity), and when I need a bit more space I just crank the thing into life and drive it out of the workshop. I visited a garage a few days ago which keeps an old MoT-failed van for exactly the same purpose: I think my solution is rather more fun. When time allows I will fabricate a new rear body to replace the rotten one, and then hopefully use my Discovery to trailer the Autotruck to a couple of vintage machinery shows where it will make a change from the usual rows of old tractors. Ideally it should have an appropriate load for shows: I am now back on Facebook Marketplace looking for a Lister or Petter-powered arc welder of appropriate vintage. Madness, I know. Wl 32 landrovermonthly.co.uk
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LIZA BERES ABIGAIL COOPER, ANDY CHENG ABOUTTHE G4 CHALLENGE Land Rover organised the G4 Challenge as a successor to the world-famous Camel Trophy competition: 'the Olympics of 4x4’, held annually during 1980-2000. The first G4 Challenge was held in March-April 2003 in four stages in the United States (stages one and four), South Africa (stage two), and Australia (stage three). Selected through national and International trials over an 18-month period beforehand, its participants competed in tests of their off-road driving and outdoor athletic abilities. Rudi Thoelen, a Belgian F-16 fighter pilot, won the 2003 G4 Challenge at the competition’s conclusion in Moab and Tim Pickering of the United Kingdom won the Team Spirit Award. The second G4 Challenge was held in 2006 in Thailand, Laos, Brazil and Bolivia. The third competition, scheduled for 2009, was cancelled because of the Great Recession.
HflPPV BIRTHDAY
G 4 CHALLENGE 20TH ANNIVERSARY IN the heart of the American West, a story began two decades ago. It was a tale of physical and mental endurance, passion, and the relentless spirit of adventure encapsulated in Land Rover’s inaugural G4 Challenge. Twenty years later, the Wild West once again echoes with the rumbling of 4.4-litre V8 L322 Range Rovers - the very ones used during the original event. This is a journey down memory lane and a grand celebration of Land Rover’s 75th anniversary. Steve Cooper, a long-time Land Rover enthusiast, G4 L322 owner and the visionary behind this expedition, found himself reminiscing about the 2003 G4 Challenge. This nostalgia wasn’t mere longing; it gave birth to an inspiring idea. Why not relive the adventure, retracing the very tracks that had resonated with the sounds of competition two decades ago? Steve’s passion proved infectious. Soon, three other event-used Range Rover owners, guardians of the original event’s press vehicles, rallied behind his vision. Also, Land Rover’s own photographer (then and still today), Nick Dimbleby, chimed in to give accurate descriptions of the original tracks and anecdotes, helping retrace the overall adventure. Wheels had been set in motion, both literally and metaphorically, for an ambitious re-run of the 2003 G4 Stage 4 route from Las Vegas, Nevada to Moab, Utah. The pack consisted of Steve Cooper of Torrance, California, formerly of Leeds, UK; Luke Chen of Chino Hills, California; Alex Georgacas of Scottsdale, Arizona; and Chris Georgacas of Mahtomedi, Minnesota. They drove their specially equipped 2003 G4 Range Rovers following the same route used by an international group of 16 competitors in the first G4 Challenge in April 2003. First port of call was the Lake Las Vegas Hilton in Henderson, where the original 2003 event was staged (then the Ritz Carlton). The route traversed vast stretches of Nevada, crossing into north-western Arizona, and eventually winding its way to southern Utah, the participants mapping a trail that promised to be as challenging as it was breathtaking. Historic waypoints dotted their journey: the dramatic landscapes of Snow Canyon, the shifting terrains of Coral Pink Sand Dunes State Park, the picturesque Bryce Canyon National Park, and many more. Land Rover Las Vegas, always supporting the spirit of community, hosted a launch event at its dealership, marking the group’s departure. On 22 April, the owners and guests converged, celebrating the kick-off of this 36 landrovermonthly.co.uk
Cruise control got a I good workout on the tarmac stretches Д r,°oo Steve Cooper and fellow ex-event L322 owners weren’t alone. Liza Beres, from the renowned Underpowered Hour podcast and a formidable Rebelle Rally competitor, had accompanied the G4 Range Rovers in her aptly colour-coordinated, event-used 2021 Trek Defender. Liza, along with photographer Abigail Hall, played media team for the event. The convoy made for a harmonious blend of old and new, representing Land Rover’s rich legacy and Its gusto for Tanglers Orange livery. Epic landscapes along the way demand to be admired and taken in Liza Beres joined the | group in her fantastic 2021 Trek Defender landrovermonthly.co.uk 37
G 4 CHALLENGE 20TH ANNIVERSARY Land Rover used the G4 Challenge to showcase the off-road capabilities of its entire then-current vehicle line-up. In the 2003 edition, competitors used a different vehicle type on each stage: Range Rovers, Defenders, Discovery 2s and Freelanders. The then-new third generation (L322) Range Rover was used as the competitors’ vehicle during the Australian stage. It was also employed In the other stages as logistics and communications vehicle. Land Rover specially prepared a total of 30 Range Rovers for the 2003 G4 Challenge, of which eight were US-spec, left-hand drive models. Of these eight, four took part in the 2023 celebration tour (one is known to no longer exist). These Range Rovers bear the unique Tangiers Orange paint reserved for G4 Challenge vehicles. They were kitted out by Land Rover with extra equipment, including roof rack and ladder, front А-bar guard, underbody protection, roof lights, and more. nostalgic journey. The participants then had lunch at the Cliffside Restaurant on the bluff overlooking St George, then up to Snow Canyon State Park (site of a G4 ‘maximiser’ event in 2003) before recreating one of Nick’s iconic photos of the convoy in Snow Canyon. They then travelled east through Hurricane, Hildale, Colorado City AZ, Coral Pink Sand Dunes, then north to their first overnight stay in yurts - interestingly not in tiny Khyam G4 tents - at the East Zion Resort in Orderville, enjoying a lovely campfire dinner and drinks. On day two, they backtracked to Coral Pink Sand Dunes, the G4 overnight camping site used in 2003, for some fun in the dunes. The location was sunny yet cool, unlike the five inches of snow which greeted the G4 competitors 20 years before. After airing down their Goodyear MTRs, they gathered for a photoshoot, before two participants got stuck, but solved their issues with the deployment of de rigueur orange Maxtrax sand ladders. They reinflated the Goodyears and hit the road northbound, then east on Scenic Byway 12 to Bryce Canyon National Park, Kodachrome Basin State Park and on to Escalante (both 2003 ‘hunter’ sites), for an overnight stay. Day three was the longest of the trip and required an early start, heading north again on Scenic Byway 12, including the dramatically sheer and narrow Hogsback, to Boulder, then heading to Burr Trail towards Bullfrog and Lake Powell. It is now partly paved, except for a section through Capitol Reef National Park with incredible switchbacks. The posse of Range Rovers then continued south through Moki Dugway to Mexican Hat then back up north to Bluff Dwellings for the night. For the final day of the trip, the pack headed north through White Mesa, Blanding, and Monticello - with a bit of rain - to Looking Glass Rock (another original 2003 G4 ‘hunter’ location) for a photo stop. The final leg! They all arrived in the sunshine in Moab for lunch - 20 years to the day since the 2003 G4 Challenge did. They then took the direction off the Gemini Bridges Trail just to the north 38 landrovermonthly.co.uk
THE ROUTE The route through Nevada, north-western Arizona and southern Utah included Las Vegas (departure); Snow Canyon near St. George, Utah; Coral Pink Sand Dunes State Park; Bryce Canyon National Park; Kodachrome Basin State Park; Utah Scenic Byway 12; Escalante; Burr Trail; Bullfrog; Lake Powell; White Canyon; Bears Ears; Moki Dugway; Mexican Hat; Looking Glass Rock; and various sites near Moab. Steve and the team are already working on the 25th edition, so get ready to send your own G4 vehicle to join them. The steep hairpins of Capitol Reef National Park
G 4 CHALLENGE 20TH ANNIVERSARY of Moab for some off-road entertainment, before reconvening at Red Cliffs Lodge (the location of the 2003 G4 Challenge awards ceremony) for dinner and celebratory beverages. The climax of their expedition was meticulously timed. On arriving in Moab on 25 April, the group had achieved more than just the route’s completion. They marked two significant milestones: 20 years to the day since the 2003 G4 Challenge ended, and just days before the 75th anniversary of Land Rover’s global debut. The G4 Challenge, conceived as the spiritual successor to the iconic Camel Trophy competition, was more than just an event. It was a global celebration of off-roading and outdoor athleticism in fantastic regions around the world. Participants, meticulously chosen from around the globe, had showcased their skills, driving through gruelling terrains in Range Rovers, Defenders, Discoverys and Freelanders. The 2023 celebration tour was not merely a recreation of a route. It was a journey through time, a testament to Land Rover’s enduring legacy, and a demonstration of the passion the brand evokes amongst its enthusiasts. As Steve and his team embarked on this expedition, they didn’t just retrace tracks in the sand, they rekindled memories, reignited passions, and reminded the world of Land Rover’s unwavering commitment to adventure. While today’s JLR-owned Land Rover has no plans for any similar corporate-sponsored exploits, the appeal of the G4 Challenge 20 years down the track, shows that it found a superb alternative to the Camel Trophy. Long live the G4! W
Stop Front Wishbone Bush Failure! Put Control Back With The Driver. The Land Rover Discovery is a favourite amongst individuals who want class, but whilst still having the ability to go off-road, but as with any vehicle, there are areas that require special attention, STOP THE KNOCK, FIT THE 1DU! The front wishbone front bush, part of LR113306 arm is a point of contention for all owners as an OEM bush can last around 10,000 miles. Which in many cases, fails each MOT. Fitting the 1 DU as a replacement will allow many years of maintenance free driving. Front Wishbone Rear Bush Wh^ C'hooQo Foli^bv^h? Enhance your vehicles steering performance and comfort by upgrading to Polybush. We offer superior durability, providing resistance to wear and tear whilst maintaining flexibility. This upgrade ensures improved stability, reduced vibration and prolonged longevity for a smoother and more reliable driving experience. DEVON 4JC4 Centre Ltd Visit Polybush.co.uk For More Details „ Or call us on 01978 664316 MADE IN BRITAIN
> 77, THE FRENCH The team at Empire Tuning heads to Parc du Marquenterre for an exhilarating, alternative Land Rover adventure аА Й Gareth Ell s tuned 90 makes light work of j the French dunes ,
FM04PHJ i LAND ROVER MONTHLY.CO.UK 43 HE east of England is a beautiful place, but it’s fair to say all the bucket list lanes in the UK seem to be a six-hour drive away from there. And yet, if you’re willing to drive that far, why not look in the other direction too? This is exactly what the guys at Essex- based Empire Tuning thought when they decided to head away from the usual suspects in the Peaks, Lakes and Wales in search of a new adventure. With a four-hour drive, a trip on the cross-Channel ferry and continental accommodation to make it feel like a proper trip away, escaping to France and to Parc du Marquenterre was the perfect plan. With a group of colleagues, customers and friends, Empire boss, Gareth Ell, set the wheels in motion for a proper weekend of putting Land Rovers to the test. Plenty of wheel- waving opportunities |K at Marquenterre Parc Du Marquenterre is the ideal test bed too. The unique terrain is a mixture of sand tracks and climbs through the outstanding nature reserve, nestled behind the dunes on the French coast. The UK may have the Lakes, Peaks and the challenges of mid Wales, but the freedom to play among deep soft sand so readily is certainly not as easily found. Northern France genuinely is a fantastic option for off-road adventure. We meet at Empire Tuning’s workshop, ready for a leisurely drive from north Essex to Dover for our early afternoon ferry. Leading the convoy is Gareth in the works’ 90, Empire’s rough and ready Td5 development test bed. Currently running a prototype water- cooled VNT turbo, it has recently evolved from its last race-track iteration by lifting it back to standard height. It also has brand new heavy-duty pegged automatic torque-biasing differentials, after the new turbocharger’s torque finished off the last ones. As it turns out, those ATBs will pay dividends in the sand.
PARC DU MARQUENTERRE Following on are Scot and Carrie Grant in their 2.4 TDCi Defender. Self-confessed petrolheads, this is not the first modified vehicle they’ve owned, but this 90 is their first foray into Defenders, and their first trip off-road. Their 90 has seen extensive improvements too, with a host of performance upgrades as well as a new clutch, RedBooster master cylinder and a custom-trimmed interior to make the daily drive more comfortable. Mark Bone’s Discovery 2, and Scott Antonio and Bex Woolnough-Hook in their 110 double cab complete the initial convoy. Both are powered by the venerable Td5 engine, and each has been through the Empire workshops to have their control modules remapped to suit the owners’ individual driving styles. Both vehicles also sport a few additional mild modifications including cruise control, which makes the long, steady drive down Jim Carr and Rob H Barker give their M G4 Sport a workout to Dover ferry terminal all the more refined. Arriving at Dover at 11.30am, we progress through the port very smoothly, and after a quick security check we queue up to board the ferry. We’re pleasantly surprised when the friendly member of staff booking us in sees that we’re in a group, and books us on the earlier 12.30pm ferry. This is fantastic, as it means we’ll be in France two hours earlier than expected, and have more time to relax in little towns on the way down, and enjoy the campsite pool as the sun sets. A smooth and comfortable crossing with a trip through duty-free and some lunch, sees us arrive on the continent. Once in Calais we find car number five of our group. Josh Hutchin-Jones and Matt Marston, who are agents for Empire and offer remote remapping services around the south of the UK, had taken the earlier ferry in Josh’s Td5 Disco 2. Running another water-cooled VNT turbo, uprated head studs, a braced intercooler and pushing around 270bhp, it’s more than happy to spin its 35-inch mud terrains in any gear. We’re only on French roads for an hour and a quarter, thanks to the speedy A16 toll road, which costs just cost 10 euros but speeds the drive up considerably. After greeting everyone, we split in two for the night. Half of the group opts for a hotel in nearby Montreuil-sur-Mer, while Josh and Matt join us at our campsite, Camping Les Trois Sablieres, which is just outside Rue, and 11 minutes from the staging point for Marquenterre. At camp we meet up with Lee Fabrizio Stifani and Tom Hobson, who decided to make more of a full trip of things, and are spending longer in France for a summer holiday. Both are driving 2.4 TDCi Defender 110s, a double cab and station wagon respectively. The camp is fantastic and we waste no time getting the tents and awnings set up, before heading off for a refreshing swim in the pool by the campsite’s bar and restaurant. On the morning of day two we rise early for our 9:30am start. We roll into the entrance to the Parc Manquenterre, and form two neat rows behind our guide, Tayo, and his 44 landrovermonthly.co.uk
The Parc’s 1000 hectares boast „ beautiful plant and animal life | 270bhp under your I right foot makes traction optional
PARC DU MARQUENTERRE quad bike. We’re shown to the refreshments area where hot coffee, croissants and fruit are set out for us, for our pre-briefing breakfast Joining the group this morning are a few more well set-up Land Rovers. Jim Carr and Rob Barker in their G4 Range Rover Sport, as well as Paul Hull in his Discovery 3. With their lusty 4.4-litre petrol V8 engines and Terrain Response coupled with a host of off-road accessories, handily including winches (which prove useful later), they too are ready to go. Making our group up to ten, Helen and Chris Tait Wright also join us in their liveried Discovery 2. Handily, Helen speaks fluent French, which proves to be a bonus at various points throughout the day. We have a quick briefing, including etiquette - with the convoy driving and ‘three-attempt’ rule on the challenging sand climbs explained. It is also made clear that at each challenge or climb, there are bypasses we can either choose to drive without attempting the obstacle, or can use to drive around the section after trying up to three times. Lastly, tyre pressures are dropped to increase tyre footprint on the sand, with most opting for around 20psi. We’re ready. The terrain that Marquenterre offers is superb, and so The sand bowl lets I you chuck sand to your heart’s content The smiles say it all I - the Parc is proof overseas trips can | still be close to home different to anything in the UK. Our first test is a long straight climb, with soft sand filling axle-twisting holes that look innocent enough at first glance, but have vehicles bucking a wheel in the air for most of the ascent. Only cars with locking or limited-slip differentials or long-travel suspension can keep enough momentum up. Gareth, Josh and Scott make it to the top, ready to meet the rest of the group who take the less demanding, but stunningly beautiful detour around. The group is loving it, though none as much as the off-road newbies, Scot and Carrie, whose 90 is certainly proving itself. The second hill of the day steps things up further. First car to attempt it is the red Discovery 3 V8. While the V8 has fantastic power, the hefty Disco gets bogged down in the soft sand on the second stage of the climb. It’s winched the rest of the way to the top, the underbody scooping sand up with it. Helen swiftly gets around them to act as a winch anchor from the top of the hill to get them back on level ground. Lee, Scott and Gareth scramble up to loud roars of applause from the rest of the guys as they crest the top. Next up is the G4 Range Rover. With a far flatter underbelly and following in others’ deeper ruts, this was going to be a huge challenge. After two full-spirited attempts send them off the track, the Range Rover is winched backwards and redirected to take the bypass. Untying the Range Rover from his bumper, it is finally Josh’s go. By now the track is hugely chopped up and the route looks nearly impassable. With a heavy right foot and a lot of flying sand, the Discovery nudges towards the top before a loud clang rings through the trees - the unmistakable sound of a snapped rear driveshaft. After gingerly retrying, it’s clear that there’s no way the Discovery will make the climb any more. The decision is quickly made for Josh and Matt to passenger in the other vehicles for the rest of the day and for the Disco to be reclaimed later. Our reduced convoy continues winding its way along the beautiful sandy tracks that carve their way through the forest. Arriving at our next set of challenges - a flat clearing with five ascents of varying difficulty - greets us. It isn’t long before everyone is carefully picking their line. This is a fantastic opportunity to spectate and chat with the rest of the crew, to compare experiences and share driving advice. The best bit about this area is you can set your
PARC DU MARQUENTERRE own level of challenge depending on skill level, confidence and vehicle. Huge smiles and rounds of applause echo around the forest as the different Land Rovers and their respective drivers try, fail and overcome the hills. Scott in his 110 is kept busy on recoveries as the winch lines are out for Chris in the D2, while opting for a kinetic rope for the G4 Sport to assist it over the crest of another soft section. Helen and Bex, however, keep on going with maximum gusto, having taken control of the Empire 90. Lunchtime nears and Tayo, our enthusiastic guide, leads us to a clearing in the woods with shade to park the cars in the cool and picnic benches to enjoy our packed lunches. A cup of tea is in order so out come the Jetboil and biscuits - it wouldn’t be a proper outing without showing off some shiny camping kit after all. We enjoy a peaceful hour in the beautiful serenity of Parc du Marquenterre, with the tranquillity clearly proving too much for some, as after a WHERE WE STAYED Marquenterre's technical off-roadl driving makes it a I must-visit location HOTEL: Best Western Hotel Hermitage, Montreull-sur-Mer CAMPSITE: Camping Les Trols Sablieres, Le Crotoy FERRY: P&O Ferries (poferries. com). Return ferry cost for a Land Rover was £202. Parc Du Marquenterre is a 1000 hectare nature reserve by the sea. It includes 40km of beautiful soft sandy tracks that wind and meander through one of the most beautiful off-road centres in France. Unlike a pay-and-play site, you are guided through the park in groups, with each obstacle bypass-able if you do not wish to attempt it, and three attempts are allowed at each. The Parc is home to an abundance of wildlife, and hosts tours on horseback as well as 4x4s. It also houses some huge hulking relics of the Second World War, and the coastal defences erected to keep Allied Forces out remain. As well as a driving experience you simply can’t find in the UK, Parc du Marquenterre Is an extraordinary place to explore and enjoy. Parc du Marquenterre, 25 bis chemin des Garennes, 80120 Saint-Quentin-en-Tourmont, France Tel: 03 22 25 03 06, info@domainedumarquenterre.com, domainedumarquenterre.com. 4x4 Parc access was £200 at time of booking. delightful quiche, Mark has fallen asleep in his Discovery. The sun is high in the sky with still a lot of ground to cover, so we pack up and set off once more, meandering along soft tracks peppered with short, dusty climbs. Occasional obstacles cause us to either use our three attempts or bypass, and we stop briefly to swap over a bent rim. One particular section catches out almost everyone, with winches and traction boards being deployed to keep the convoy moving. Only the Empire Works 90 makes it through everything, its huge power and a full complement of torque biasing differentials helping it immensely in the soft terrain. The woodland is beautiful along the way, and with all the action it’s easy to forget this is still primarily a nature reserve. Wildlife is in abundance, too - we spot deer, goats and wild boar grazing, plus plenty of different sea birds. The trail brings us out to the coast and the remains of a destroyed gun placement from the Second World War, looking poignantly out over the Channel. Dropping back into the park, we find our way to the sand bowl. This is a big open area of sand where we can all play to our heart’s content. We park up while everyone takes turns behind the wheel of each other’s cars, sending the sand flying as we all drift sideways around the central island of our new playground. After a hugely enjoyable day with some genuinely kind, funny and joyful people, it’s 6.00pm and time to depart the Parc, but not before reinflating our tyres to road pressure. We’re in high spirits as we head out to enjoy the night, whether in the restaurants and bars of Montreuil, or catching up around the campfire. Dawn arrives on Sunday and we pack up camp. But the adventure isn’t over. With most of the day left to explore more of France, we all meet up again, choosing a museum and lunch stop en-route at the Todt Battery, a coastal artillery battery aimed at Britain during the Second World War. Drawing the afternoon to a close, we return to Calais and our waiting ferry. A fantastic trip complete, we pass the time on the return journey by laughing and chatting about a great few days, and booking the next group trip back to France. 48 landrovermonthly.co.uk
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ШОО 0 LfcNO~we Ben Marston LRM after we bumped into him and his impressive 101 Forward Control at the Challenge. Now it's time to find out more... aA GARY PUSEY EJ CRAIG PUSEY AND BEN MARSTON
Ben has always been a big fan of the Forward Control I’VE always fancied a 101,” 26-year old Ben Marston tells me as he climbs up into the cab and fires up the glorious, burbling V8. “I think the Forward Control makes a great pair with my Lightweight, even if it is pretty wacky and looks like it was dreamed up by Land Rover’s Mad Hatter’s Tea Party department!” Soon, snapper Craig and I are following Ben and the 101 through the floodwaters left by Storm Babet, as we head towards Cannock Chase for our photoshoot. The 101 wades through everything without a second thought, although mere mortals in ordinary cars are significantly more cautious as they watch the 101’s tsunami-sized bow-wave surging towards them. Cannock Chase, located between Walsall and Stafford, is 26 square miles of ancient woodland and heathland. It used to be a Royal Forest, but nowadays it’s managed by Forestry England and is a hugely popular recreational amenity for the people in the surrounding area. As we T landrovermonthly.co.uk 51
FORWARD CONTROL 101 drive into the Chase we pass plenty of overflowing car parks, as well as the visitor centre, and the place is heaving with weekend hikers, dog walkers, ramblers, families and mountain bikers. Ben lives in Cannock, though, and as a local boy he knows exactly where to go to get away from the madding crowd. He has a woodland track in mind for the photoshoot and it turns out to be perfect, a haven of peace and solitude. Until we arrive with a V8-powered 101, that is. “I bought it in January 2022,” Ben tells me, as Craig gets to work with the camera. “It was a driveable rolling chassis with a homemade cab and no rear bodywork. I bought it from my mate Nathan, who’d originally acquired it in 2021 to use as a spares source for his 101 ambulance restoration. Nathan bought the ambulance from a guy in Nottingham who’d bought it several years earlier from an owner on the Shetland Islands, where it had sat in the open for a long time. It’s quite a well-known vehicle in 101 Initial dismantling j underway. It’s to ! Ben’s credit that hej saw the potential Д and ensured the Д 101’s survival дД circles and is known as ‘Winnie the 101’. “Anyway, when I saw the spares donor, I told Nathan I thought it was much too good to break, despite the fact that it had no rear body, a homemade cab and a Perkins diesel engine. Nathan agreed, and decided he’d restore it as well as Winnie. He sourced a V8 that had been fitted to another 101 ambulance and replaced the Perkins in the donor with it, but he didn’t really do much more. “And that’s when I took it on. The owner before Nathan was apparently a farmer named Derrick, and he must have been into drain cleaning or something similar because he’d fitted an industrial jetting system on the back, powered by the PTO. I imagine he fitted the Perkins as well, and probably fabricated the DIY cab complete with an amber flashing light. “The vehicle is chassis number 23 so it’s quite an early 101,” Ben reveals. “I was keen to see what I could find out about its military service history and have discovered that it was built as a left-hand drive 24v General Service gun tractor. It was sent to Marshalls of Cambridge in December 1978 to have a hard top body fitted and went back to them in April 1980 for conversion to a radio communications vehicle. It was then sent to Hunting Hivolt for the electrical fit-out. In May 1981 it was issued to 7 Signals Regiment and was eventually struck-off in February 1994 at Monchengladbach in Germany. “The body changes are confirmed on the contract plate on the side of the engine cover in the passenger footwell, where the original 1850 code relating to the GS body has been overstamped and replaced with 1834 which signifies the hard top body. The 5750 code means it is left-hand drive. “After it was de-mobbed, it ended up with Leavesley International of Burton-upon-Trent, and they apparently removed the hard top body and sold it to someone in Cyprus. I believe that was when Derrick the farmer bought the rolling chassis and kitted it out with the jetting gear and the homemade cab. “I decided I would rebuild it as a GS truck and even 52 landrovermonthly.co.uk
before I started, I knew that it wasn’t going to be painted the usual Bronze Green or camo. My earliest Land Rover memories are off-roading with my dad, Neil, in his Lightweight, which is now mine. Back in the day the Lightweight was painted in a sand colour, and I decided the 101 would be painted in that colour, too. “As well as restoring what I had in terms of the 101,1 also had to source all the things that were missing, including all the rear bodywork, the doors, the nose cone, fuel tank and so on. Or to put it another way, I required another entire 101 minus the chassis, engine, gearbox, axlesand underpinnings. “Finding everything I needed was a real challenge and I sourced parts from all over the country, from Scotland to Kent. Antonio Felipes in Boston, Lincolnshire was a massive help, as was Martin at Forward Control specialist 101 Parts in Leicester. “I did most of the work myself, including the chassis welding, although I decided to get the painting done professionally, and trailered the 101 behind my classic Range Rover to a specialist in Lincoln. They did a brilliant bare metal respray. There’s no filler anywhere and I think it must be one of the straightest 101s out there. “I decided to fit bigger tyres and managed to get hold of a set of original 10116-inch wheel rims made by Matt Lee. It took me a long time to persuade the owner to sell them to me, but it was worth the wait and the expense because I don’t think the replicas that you can find are as good. I’ve been offered four-figure sums for them! They’re fitted with Michelin XML 325/85 tyres. “The LT95 gearbox has high-range gears from an original Range Rover and at the moment the engine can’t cope with fourth gear, so I need to swap the gears back to original spec. I’ve also fitted a Fairey overdrive. One thing I’d like to find is a PTO-driven Nokken capstan winch. Some 101s were equipped with these from new and they were mounted on the chassis in the centre of the vehicle, allowing winching from either the front or i rear. They’re very rare items and hard to come by, and “ landrovermonthly.co.uk 53
FORWARD CONTROL 101 consequently command big money.” Snapper Craig is just finishing the photography and we have time to take some video for the LRM YouTube channel, and I sit back to watch and listen to the 101 as Ben makes a few passes back and forth along the woodland track, its V8 echoing through the trees. The Forward Control really does look and sound magnificent. Back at Ben’s house I spy his Lightweight and a classic Range Rover in the back garden. It’s difficult to miss the Lightweight, mainly because the sand paint that inspired Ben’s colour choice for the 101 has been replaced by bright orange. It’s also noticeably bigger than your average Lightweight and has a lot more presence. It’s obvious that Ben has a liking for big wheels because all three of his Land Rovers have them. “As well as off-roading in the Lightweight with my dad when I was a kid, we’d also go greenlaning in it and went to quite a few pay and play days. I learned to drive in it, and when I was 16,1 asked dad if I could have it. It needed quite a bit of work by then and dad said yes, as long as I rebuilt it. “So that’s what I did. Dad had already fitted a 200Tdi engine and I kept that. It was my first rebuild and I ended up welding the chassis and repairing the bulkhead. I upgraded the interior and made a huge number of other changes, including painting it orange. People often ask me why I chose that colour, and the answer is that I was a big fan of the Dukes of Hazzard TV show when I was a kid. We had half a Lightweight in store and I used that for many of the parts I needed for the rebuild, but we kept the rest of the donor Lightweight, and dad and I are now rebuilding that one as well. “I bought the Range Rover four-door from a mate who is a professional welder. He gave up on his plan to get it back on the road, because it needed too much welding. I bought it in January 2020 with the intention of rebuilding it as my daily driver. It was finished in October that year, 54 landrovermonthly.co.uk
and since then I have been using it most days to drive to and from work. “I always impose aggressive deadlines on myself when it comes to my projects and I’ve not missed one yet, even though they all end up forcing me to work until midnight most days to get the job done. “When I started the 101 restoration, I set myself a very ambitious schedule and I was determined to take it to this year’s Billing Show on the first weekend of July. It was finished the day before the event, and I only had time for a quick 20-mile test drive before hitching-up my camping trailer and setting off. I also took it to the second Ultimate Callout Challenge UK at motorsport specialist Shropshire Automotive Services. It was predicted to turn out about 73bhp on the rolling road dyno and I was really shocked when it delivered 152.1 want to put a better camshaft in it next. “Dad and I also planned to drive it to Belgium to attend the Opheers Leafers Land Rover meet, but in the end we went in the 200Tdi Lightweight - 75mph and 29mpg easily trumped the 60mph and lOmpg the 101 would have delivered. I’ve tried as hard as I can, but I’ve never managed more that llmpg in it. It’s the only downside ZS! to owning a Forward Control.” W landrovermonthly.co.uk 55
RETRO Modifying Land Rovers to suit a particular purpose or to create your own perfect vehicle is nothing new, as this Ninety shows... LAND Rover restomods are all the rage right now, whether they are created by the many aftermarket specialists or by JLR itself via its Classic business, or as DIY projects by private owners. Most of them are based on the old Defender, but a few companies are offering tweaked Range Rover classics, and at least one is playing around with early Discoverys. The word ‘restomod’ conjures up a wide range of meanings and interpretations, but to put it as simply as possible, it is about incorporating non-standard or non-original elements in the rebuild of an older vehicle, the idea being to make it easier or safer to drive, or simpler to maintain, or more reliable or economical to run, or better at what it was originally designed and built to do. Some owners want to create a unique vehicle that reflects their taste and personality, and some want one that drives like a modern but with retro style. Others simply want to make it go faster. So, restomod is not a particularly easy and definitive thing to pin down, which is presumably why you won’t find the word in the Oxford English Dictionary yet, probably because the lexicographers are still arguing about precisely what restomod means! For an insight into the Land Rover DIY restomod world, editor Martin Domoney’s article in last month’s LRM is a good place to start. Martin went along to the second UCCUK (Ultimate Callout Challenge UK) hosted by motorsport specialist Shropshire Automotive, where he watched 21 Land Rovers unleash their horses on the rolling road dyno. This particular flavour of restomod is all about performance. To show how broad the interest is in go-faster Land Rover modifications, there were examples of Series I, II and III, Ninety, Defender 90 and 110, a 110 6x4, Discovery 1,2 and 3, a 101, and an L322 Range Rover. Several still had their factory fitted engines that had been bored, tweaked, and tuned, but to me these aren’t restomods. Others had been rather more dramatically modified, with replacement engines such as Cummins, and transplants from other manufacturers including BMW, Lexus, and Mercedes. The vehicle that generated the highest bhp on the dyno was a 1957 Series I with a 2.5-litre Mercedes OM605 five-cylinder turbo-diesel that pumped out 593bhp and 5301b ft of torque. Yes, you read that right. A Series I with 593bhp, and all going through two-wheel drive rather than four. Owner Luke is a braver man than me. If you’re not sure your spannering skills can stretch to such a DIY project, you can buy off-the-shelf or even specify your precise requirements to a specialist, and have it built for you. This doesn’t come cheap. For around a quarter of a million pounds, JLR Classic will provide you with a limited edition Works V8 model, based on a late-production original Defender 90 or 110 rebuilt to as-new condition but with a raft of bespoke tweaks and enhancements, including a supercharged 5.0-litre V8 delivering over 400bhp mated to a ZF eight-speed auto gearbox. "x Watch the video YOUTUBECOM/ LAND ROVER MONTHLY aA GARY PUSEY Й CRAIG PUSEY
DI5IMKL ARB bumper and Warn M8000 winch with Cepek Daylighters were the way to go in the 1990s
TIME-WARP NINETY 58 landrovermonthly.co.uk
These restomods also come with significant (and rather important) upgrades to brakes, wheels, tyres and drivetrains, all of which are needed to ensure the refurbished vehicles are useable and safe, although it has to be said that a brick is still a brick, no matter how powerful an engine you put in it. Such top-end restomods also come with highly bespoke interiors with more than a hint of luxury. Special paint finishes and exotic decals and wraps are also typical, and you might even get an invitation to an exclusive off-road weekend at Eastnor thrown in. But the reality is that unlike most other automotive marques, Land Rovers have been modified since the very first ones appeared back in 1948, sometimes in a fairly modest fashion but on other occasions in pretty dramatic ways (think Roadless Traction Forest Rover, Laird Centaur half-track, Cuthbertson or the Vickers Armstrong Series II hovercraft, to name but four). And that was years before anyone came up with the word restomod. Modifying is an embedded and core part of Land Rover culture. The Ninety you see here represents what was considered in the early 1990s to be the ultimate, state-of-the-art, cool and capable Land Rover conversion. All the modifications were fundamentally intended to make it even more accomplished off-road than when it left the Solihull production line, and faster and more economical on the road. “It’s based on a 1987 D-reg Ninety 2.5-litre turbo- diesel County Station Wagon that was first registered on 9 January that year,” its builder Chris Bashall tells me. Chris is the founder and owner of Surrey Off-Road Specialists Ltd, and the company has been modifying Land Rovers and other off-road vehicles, and preparing 4x4 expedition and long-range rally vehicles, since 1989. “We built this vehicle in 1993 for one of our regular customers. The Ninety only had around 40,000 miles on the clock when we started the project, and it has covered just 8000 miles since the conversion was completed over 30 years ago. The original vehicle was in great shape and the chassis and bulkhead didn’t require any welding. They’re still on the vehicle today in excellent condition. “The final specification includes basically everything that was considered desirable back then, just as there are similar lists today of all the things that owners would like to fit to their trucks. We were agents for many of the manufacturers of these aftermarket parts and modifications, and vehicles like this were not that unusual at the time. “What’s special about this Ninety is that it has survived in time-warp condition, basically because it was part of a collection and hasn’t really been used very much, and certainly not off-road. “The heart transplant was to replace the pretty lethargic standard 2.5 turbo-diesel with a brand-new Mazda 3.5 SLTI diesel engine, which was supplied back in the day as a complete conversion kit by Cambridge- based Motor & Diesel Engineering Ltd. The SLTI engine was very popular at the time and was a common replacement installation in Land Rovers, and particularly in Range Rovers. It was regarded as bulletproof and was basically a Perkins built under licence by Mazda. “Performance is roughly the same as a Rover 3.5 V8 of the period, but with much more grunt and considerably better fuel consumption. The SLTI generates 260lb-ft of torque at 2000rpm, and 125bhp at 3450rpm, although if you leave the standard LT77 manual gearbox in place it very quickly gets eaten by the phenomenal torque of the SLTI. This vehicle has a ZF four-speed auto ’box fitted, which works well with the SLTI’s torque curve. There’s also a new BorgWarner viscous transfer ’box, and it has a Webasto diesel preheater with timer. “Both axles are 3.56:1 ratio and have ARB Airlockers installed, and an ARB compressor that also has the tyre inflater kit. The front axle is from a 3.9-litre Range Rover, and it has the vented discs and calipers on the front and the original Ninety axle with drums on the rear. “Tyres are 33 x 12.50/15 BFGoodrich Mud Terrains " landrovermonthly.co.uk 59
in good shape, fitted to 7x15 alloy wheels. There Is an Old Man Emu two-inch suspension lift, and Southdown Engineering axle and steering guards are fitted. “It has an ARB winch bumper with a Warn M8000 winch and Dyneema rope, a quartet of Dick Cepek Daylighter 150W spotlamps, upgraded Halogen headlamp bulbs and military Bee Eye sidelights and flashers. There’s also a large Odyssey battery and an Anderson plug with jump leads. “There’s a Safari snorkel and extended transmission breathers, Rokraider sill sliders and OEM steps, and a newish Exmoor Trim canvas tilt with roll-up side windows. It has a swing-out spare wheel carrier and OEM side-hinged tailgate, and a Dixon Bate adjustable tow hitch. It retains the original recessed door handles and sliding window aluminium doortops, and military bumperettes are fitted on the rear. “Inside, it is fitted with Mazda RX-8 front seats and a Momo steering wheel. There is a Safety Devices roll cage in the rear, and NAS-spec door cards with stowage. There’s also a hidden underfloor locker in the rear. Overall, it is in very good condition, drives nicely and pulls strongly on the road. Needless to say, it tows very well indeed. It was resprayed in its original Slate Grey and a new set of hockey stick decals were fitted, although there are a few areas where the paint would benefit from some TLC.” It’s probably been more than 25 years since I’ve driven a Land Rover like this, so when Chris tosses me the keys, I know it’s going to be a real blast from the past. Back in the 1990s, when I was driving my 3.9 Range Rover regularly off-road, the modifications you see on this Ninety were what everyone wanted when they thought about creating the perfect off-road Land Rover that also had a better turn of speed on the road, without having to resort to a thirsty V8. It’s great fun to drive and feels firmly planted, solid and secure on the road. The combination of the higher ratio transfer case, the 3.56:1 diffs, the ZF four-speed ’box, and the 33-inch tyres together raise the gearing quite significantly, but the Mazda pulls it along effortlessly. I find myself starting to think about what I’d do if it 60 landrovermonthly.co.uk RemovableBBe Momo wheel H . was apparently^ required to allow Ц the original ownerj to get in and out! [ The Mazda- engined Ninety is currently for sale by the man who built it for its first owner. If you’re interested, contact Chris on office® surreyoff-road. com were mine. Definitely replace the Momo with a standard steering wheel. Replace the RX-8 seats? Maybe drop the suspension back to standard height, and experiment with wheel and tyre sizes - 7.50s perhaps? Rejuvenate the Slate Grey paintwork? Some detailing and tidying here and there? But definitely nothing that dilutes its character and presence. It’s always a bit worrying when this happens to me because it often ends with me buying another Land Rover... I doubt you’d find another period conversion like this in such unmolested condition. After all, most people who coughed up for one of these back in the day did so with a purpose in mind, which was to do some serious off-roading. As Chris says, this one hasn’t been used for much more than driving to the testing station to pick up a new MoT every year. If there is such a thing as retro restomod in the Land Rover world, this Ninety certainly qualifies as one. Chris describes it as an early-1990s time capsule, which is a fair description. On the button and ready to go, and considerably better value for money than a few contemporary conversions I could mention.
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ALL GROUUN the supercharged model. HE Range Rover Sport has come an awful long way since it was introduced as a fresh model to the line-up back in 2005.1 remember being at the dealership I was working at, walking around one of the first cars off the transporter, gawping at the pumped-out wheelarches, aggressive perforated grille, cool multi-spoke 20-inch alloys and black badges of le first-generation L320 was Land Rover’s first foray into a high-performance SUV - a tighter, tauter, more compact version of its full-size Range Rover stablemate that put pure luxury aside for a more involved drive and youthful image. That memory is fresh in my mind as I walk up to the Firenze Red Sport you see here. First introduced in 2022, this third-generation car has really grown up - it’s a far cry from the squarer, more brutish debut model and is even sleeker than the second-gen L494 that enjoyed a near decade-long production run, boasting impressive sales figures. But, with the current Evoque having grown since its infancy and the introduction of Velar in 2018 to sit between the two, this latest offering is having to work harder than ever to justify its position, and its price. Approaching the driver’s door and plipping the unlock button on the fob, flush-fit door handles glide out to greet you. That’s new. And fancy pop-out door handles are just the tip of the iceberg. A lazy facelift this Sport isn’t - it’s all brand-new, bursting with tech and improvements over the old one, including sharing underpinnings with the latest full-fat Range Rover. This brings with it optional four-wheel steering, surely one of the most significant features in a vehicle of this size, especially one that with many owners will no doubt do its fair share of urban driving. Settling into the driver’s seat and pulling the door shut, I’m distracted by the soft-close hum before being quickly reminded of the sheer darkness that greets you inside the cabins of modern Land Rovers, especially when trimmed in black like this one. Even the automatically- opening panoramic roof blind does little to let light in on a day as overcast as this, but thankfully the large (13.1-inch) centre touchscreen_and instrument cluster brighten things up considerably. A quick scroll through the options to pair my phone and check out the Terrain Response screen later, I depress the brake,jab the start button and pull the stubby gear selector back to engage drive. Yorkshire, here we come.
UP How does the latest and most sophisticated Range Rover Sport stack up on a wet, 300-mile lap of North Yorkshire? Martin Domoney climbs aboard a D350 Autobiography to find out
RANGE ROVER SPORT REVIEW Cutting through B-roads to join the Al, the Sport very much feels its size, but not its weight. It’s a wide car, as is every model in the current range, and you do have to be mindful of placement on narrower, hedge-lined roads, but the mix of keen but not overly-harsh damping, and that rear-wheel steering chipping in on tighter curves, gives the Sport an agile edge. It rides exceptionally well for a car on 22-inch wheels, though the larger arches allow slightly taller Pirellis, which no doubt help cushion things before the four air springs and shocks take over. If you really want to give the chassis a challenge, 23-inch rims are an option. Being a mild hybrid (MHEV), there’s no plugging in for this version. What you get is a battery and electric assist motor system that’s recharged regeneratively every time you lay off the throttle, or get on the brakes. The assist motor backs up the twin-turbo straight-six diesel when pottering about at low speed, and when you push the accelerator towards the plush carpet mats to usher the Sport off a slip-road, as I do to head north. With 350bhp on tap, the Sport really does get up to the legal limit effortlessly, and there’s very little thrashiness or coarseness from the diesel at any speed. In fact, one of the things that’s truly striking about the L461 is how incredibly good the noise, vibration and harshness management is. Refinement was clearly high on the list of priorities, and boy, did JLR get it right - the cabin is practically silent at cruising speeds, helped no doubt by clever noise-cancelling headrests. Yep, really. The touchscreen is your main hub for controlling everything from air con to audio to driving modes and the massaging front seats, which I must admit I first laughed off as a bit of a gimmick, but are actually a real benefit on a long journey. In fact, even when you haven’t got the seats in massage mode, they’re incredibly comfortable and offer almost limitless adjustment, but rear legroom could be better when they’re set for taller drivers, given the size of the car. As you’d expect, USB-C charging ports and 12v power supplies are plentiful, and there’s a Most of the Sport’s I set-up controls are | via the central (huge) touchscreen wireless charging platform beneath the touchscreen to keep your phone topped up. As with everything, the more you use the screen the easier to negotiate it becomes, and scrolling left to right through home menu options becomes second nature. Great though the touchscreen and steering wheel controls are, I applaud the Sport’s designers for retaining a manual audio volume knob on the centre console that falls to hand easily, and twin rotary dials for the climate control and sumptuous heated and cooled seats. It’s nice to retain at least a couple of analogue controls in an otherwise very minimalist cabin. Pulling up for a coffee stop, I pop the Sport’s electrically-actuated tailgate for a better look at the boot space. The floor is fairly high, as there’s a space-saver beneath, but the loadspace is huge, boasting over a square metre of unhindered space, and plenty of height. The pop-up divider is a nice touch, and stops items sliding around too much - nothing worse than getting a mucky stripe on the front of your jeans from the bumper when leaning into the boot to retrieve things. This Sport also has the added bonus of electrically-folding rear benches; simply push and hold the button in the boot and the back seats tumble and stow to boost the load area even more. Suitably refreshed, it’s time to test the Sport on some more interesting roads. Ribbons of tarmac snake over the moors, and this is where the L461 comes into its own. Even in drizzly rain the Pirellis have no problem finding grip, and as I blast the insides of the wheelarches with wet grit and feel the elevation changes in my stomach, my confidence grows. It’s a car that could probably get you into quite a lot of trouble, not through outright speed, but by a surefooted security that comes from the excellent damping and steering ratio and the knowledge that should you overdo it, there’s a raft of driver aids to come to your rescue before anything really bad happens. What’s disconcerting is knowing that no matter how many impressive-sounding acronyms the Sport is 66 landrovermonthly.co.uk
Even at speed the В Sport is hushed and] refined; it’s also very stable and planted "It's a car that could probably get you into quite a lot of trouble, not through outright speed, but by surefooted security"
RANGE ROVER SPORT REVIEW equipped with to keep you out of ditches, 350bhp and a not-inconsiderable mass still need to conform to the laws of physics. Things get better still when you select Dynamic mode. Throttle inputs are sharpened, damping is firmed and the interior comes alive with red accents. The only thing taking the edge off this particular Sport during more spirited driving is the engine note - you’re still well aware that it’s a diesel, despite the faux engine noise being pumped into the cabin. I’d love to try a petrol hybrid or better still, the V8. Really though, I’m being fussy. It’s a car you probably won’t drive everywhere like a loon - in fact, the sheer refinement and serenity of the cabin almost discourages tomfoolery - but it's nice to know it can still raise your pulse when you want it to. Out of Dynamic mode, it’s time to test the Sport’s mettle when it’s got mud and gravel under the tyres, rather than bitumen. As with the other bigger models in the range, the D350 is equipped with Terrain Response II, which consists of six settings - General Driving, Rock Crawl, Grass/Gravel/Snow, Mud & Ruts, Sand and Auto. Being realistic, buyers of the Sport are most likely going to be navigating a muddy field entrance or rutted track rather than taking on more extreme terrain, so I choose the Auto setting to see how well the suspension and traction control adapts to the slippery rock and washed- out gravel tracks of North Yorkshire. The ride is somewhat firmer than expected with the suspension RANGE ROVER SPORT (L461) D350 AUTOBIOGRAPHY ENGINE • Ingenium 3.0-lltre six-cylinder MHEV TRANSMISSION • ZF eight-speed automatic • Single-speed transfer ’box PERFORMANCE • Max power: 350bhp • Max torque: 516lb-ft • Top speed: 145mph • 0-60mph: 5.6 seconds •WLTPfuel consumption: 36.7mpg • Displayed fuel consumption as tested: 34.9mpg • Turning circle: 10.95m • Max towing capacity: 3500kg PRICE •£100,790 (as tested) raised, but as I snake the tyres around potential tyre- poppers - using the ‘invisible bonnet’ camera view to place the wheels - the combination of active front and rear differentials and quick-witted traction control make progress easy and drama-free. This particular Sport isn’t subject to the £440 two-speed transfer ’box option, so only has high-range, though the excellent eight-cog auto makes low-speed work effortless and I’d be surprised if many Sport buyers spec proper low-range. Even encountering rain-swollen fords the Sport doesn’t bat an eyelid, and nor should it; as the water laps at the front splitter, we’re nowhere close to testing the generous 900mm wading depth. I’m surprised by how helpful the added rear-wheel steering is, and how regularly the benefit is felt. Encountering a narrow village street blocked by a stricken delivery lorry, I’m able to pivot the Sport around between curbs with minimal shuffling, thanks to the back wheels shaving off all-important turning radius. Obviously, it’s still no black cab, but given the Sport’s near five-metre length, the extra steering and fantastic 360-degree camera make tight manoeuvres and sneaking into parking spaces far less painful. As the heavens open and heavy raindrops splatter on the glass roof, it’s time to head back home. With music selected, cruise control set and the massage seat working away, I point the Sport’s sleek nose south and start chipping away at the miles on the nav. In many other cars the drive home from a good day out can be the bittersweet end, but the Sport doesn’t make you feel that way. It’s a true grand tourer in every sense, but one that couples the ability to dispatch long distance journeys with the off-tarmac prowess that is expected of any vehicle bearing the Land Rover badge. If you can afford an upmarket SUV and like the more grown-up looks of the latest generation Range Rover Sport, there’s very little to dislike about it as an accomplished luxury all-rounder - the only thing you’ll need to decide is if you want your exhaust note in Dynamic mode to be synthetic by choosing a diesel, or whether you’d prefer the more organic sound of a hotter petrol version... 68 landrovermonthly.co.uk
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Ерлы CF02 UMS j WRITERS’ ROV breakdown Steve’s mission to collect his new trailer doesn't quite go to plan Steve tells us that his Defender is very M reliable. Mostly... * I often hear - and regularly get told - how unreliable Land Rovers are. Often, this is said to me by people who have never even owned one - but their mate’s brother’s cousin twice removed has had terrible trouble. This knowledge alone qualifies them to offer me their ‘advice’. Let’s be honest here, we all know the truth. Land Rovers can, and do, let you down from time to time. But then again, name a car brand that isn’t without issues? I’ve enjoyed 28 years of Land Rover ownership to date, with the odd break of a few weeks between selling one and inevitably buying another. Also to date I have, like many, had a few technical issues, but I have always made it to my destination. Until the other day... My run of good luck came to an abrupt end on the busiest section of the A45 on the roundabout next to Rushden Lakes Shopping Centre in g Northamptonshire. My Td5 90 decided to | go into limp-home mode as I was in the > middle lane, just entering the roundabout to head towards Wellingborough. I had to | indicate to the left, to firstly cross the J queuing traffic on the nearside lane, and at less than walking pace, to attempt to drive up the road to the left to a safe place. It’s at this point I was reminded how impatient most other road users can be. Despite my hazard lights being on, I was given the death stare by many as they tried to work out what the heck I was doing; I was simply trying to get to a safe place, well away from the mayhem that is that particular junction. There isn’t really a lot that can stop a Td5 engine, save for major mechanical catastrophes, so I switched the engine off, left it a moment then restarted. It proceeded to rev on the pedal once or twice, before tripping back into limp mode. The last time it did this was way back when we first bought it, and the diagnosis then was we needed a new throttle pedal assembly, which contains a potentiometer to tell the engine ECU how fast you want to go. Of course, the weather outside was wet and rainy, and trying to decipher what this new issue might be was somewhat stressful. After a while, we gave up looking over what appeared to be a perfect Land Rover and STEVE MILLER \ LRM ASSOCIATE L ~ ” К PUBLISHER gave in. The breakdown service was called. After approximately a two-hour wait, the AA arrived. Our new ‘friend’ proceeded to look over the motor. His first thought was, let’s check the oil! I was rather perplexed at this and asked if he could just plug it into his diagnostic gear as that would give me - and him - far more knowledge. But strangely, before doing that, he wanted to remove the sound insulation shroud that fits over the rocker cover, just to ‘have a look’. I was beginning to get a little frustrated. Firstly, we were getting soaked, and secondly, I knew all he needed to do was plug it in... Eventually, when he found nothing obvious -1 mean, the conrods weren’t hanging out of the block or anything - he decided to plug in his diagnostics machine. It was obvious this poor chap had never seen a Defender before, but what was more annoying, his machine couldn’t talk to the 70 landrovermonthly.co.uk BRITPART
Land Rover either. He said there must be a fault my end. LRM editor Martin had no issues a few weeks prior, nor did he in the weeks coming, but more on that later. The AA man fiddled with the connection on the throttle potentiometer as I told him that area was likely the culprit. I still had my doubts, but when starting up the engine again after letting it sit for a few minutes, it seemed to run and rev up perfectly. We agreed that we would continue on our way - the AA man happy that his ‘fiddle’ must have fixed the issue, but he would follow behind until we reached Olney, on the road towards Milton Keynes. I couldn’t believe it - we were merrily on our way, and I was scratching my head how he had managed to fix it by fiddling with the connector, when it hadn’t worked for me. Then, all of a sudden, back into limp mode for us. This time, though, we were miles from anywhere - no shops, facilities or anything - stuck at the side of the A509. Disaster! A recovery lorry had to be called, which we had to wait a further two hours for; the only entertainment was watching all the ridiculous automotive creations that were leaving nearby Santa Pod; the inclement weather ensured an early finish for what appeared to be a Run What Ya Brung event, as they sped away from a nearby junction. Most of the cars had obnoxious exhausts... I must be getting old. I should be thankful -1 was actually en-route to see my mate Mark Canvin to collect a Penman trailer from him - and had the breakdown happened on the way home with it attached, it would have proved problematic. The AA won’t tow a military trailer with pintle, as per its small print. After a very long day waiting for recovery, we were soon back home, and the flashing of orange lights from the recovery truck gave my neighbours reassurance that Land Rovers are proven unreliable pieces of junk. The next day or so saw editor Martin head round armed with a Britpart Lynx Evo diagnostic tool to properly diagnose the issue. And, like I thought, it was throttle- related. Code 3141 revealed itself, meaning driver demand fault. Basically, we were losing signal between the pedal and the ECU. Ian Baughan of IRB Developments was soon on Facebook telling us it would be a break in the wires between the two - likely as they run over the gearbox and water ingress on that particular day could have caused it. This is something becoming ever more common in Td5s he said. Anyway, look out for the repair in a future issue of LRM, as Martin will explain all. So, a Penman trailer? After our ‘Camping without Compromise’ feature on Nene Overland’s Camelbac trailer we covered back in the June issue, it inspired me to have a go and build my own. I have often admired various camping trailer set-ups, and one thing it proved, a Penman derived version would fit my needs perfectly. And who doesn’t love an ex-army trailer? I know I do. I don’t for one moment imagine ending up with anything as grand as Nene’s professionally built offering, but a simple clad steel frame, with my Frontrunner rooftop tent atop, will suffice. Luxuries such as a hob, sink, battery management, etc, can come at a later date - but with the need to camp out at numerous times of the year at our own 4x4 Spares Days and LRM Live in May 2024, a few creature comforts wouldn’t go amiss. www.britpart.com landrovermonthly.co.uk 71
Spanner time! ALISDAIR CUSICK LRM CONTRIBUTOR Alisdair promised he'd work on his Range Rover. So, how has he got on? PHOTOS: ALISDAIR CUSICK WE all know ‘that noise’. We pass every journey listening for it We never want to hear it, but are constantly alert for it, regardless. ‘That noise’ is a sound from the engine, or the gearbox - anywhere, actually - that means it is game over. ‘That noise’ tells us mechanically, our car is ruined. When my Classic made ‘that noise’, my heart sank. I thought it was terminal; it sounded it. Martin and I had finished the repair - replacing a blowing exhaust manifold gasket - and I’d just started the car. But rather than the smooth sound of a now fixed 3.9-litre V8,1 heard a rhythmical tapping. Sharp. Metallic. Going throughout the car. My brain worked the problem; too loud for tappets, it sounded bigger, deeper. Big ends? Piston slap? Crank? Definitely serious. Definitely ‘that noise’. Panic-stricken, I pulled my head out of the driver’s window, and peered into the engine bay. Only to see Martin, 16-inch ratchet in hand, repeatedly tapping the handle against the radiator top, with Becky, my other half, behind him, struggling not to laugh. I won’t tell you what I thought, but I still can’t believe he ‘got’ me with such an old trick. So much for Land Rover pals... I’ve been busy on the Classic in 2023. First off was to give it a really good clean. Fellow LRM scribe Gary will rib me savagely, but I gave it everything, right down to removing wheels to wash and polish the insides. After three laps around the car with different products and procedures (no toothbrushes, Gary), the Biarritz Blue paint looks a rich, deep gloss, and the car 72 landrovermonthly.co.uk BRITPART
RITPART The quality parts for Land Rovers presents as the car I’ve always wanted. I can’t always be bothered to go to town, but afterwards the difference is incredible. So much so, pal Ada Fisher sent a shot recently he’d seen online, convinced it was my car. I admit it was almost identical, and I had to look closely, but it was actually a shot from the 1995 Range Rover brochure. Ahead of the MoT, the nearside front brake pipes were next. An advisory on last year’s test, they were okay, but I like things right. A few days doing an hour here and there, I steadily worked through the job myself. Using the originals as a pattern, I copied them off the car in cupronickel pipe, flared the ends then eased the replacements into position. Bleeding went to plan, once I’d managed to get the air to sneeze dramatically from a top nipple on the nearside caliper, that is, and there’s a lovely firm pedal, characteristic to the soft dash models. The air conditioning was working, but barely. Happy there was at least some cooling effect, I got the system flushed and refilled with R134a refrigerant by Ian Baughan (irbdevelopments.co.uk). Filled with 900g of refrigerant rather than the 300 it had, the cabin is cool again, and another job was ticked off the list. An oil service went rather pear-shaped, when, having removed the sump drain plug and noticing what I thought to be my aim into the drain pan being off, I moved the pan to a better position. Only to see the pan’s bottom gape like a tramp’s hat, and hot oil flow out before my helplessly blinking eyes. I think I’ve got the stain up, but six and a half litres of oil goes a long way on a driveway, let me tell you. For some LRM teamwork, Martin came to mine to do the exhaust manifold gasket that was just blowing. A straightforward job that can turn nasty quickly, we both had fun spannering, chatting all things Land Rover, and, of course, drinking tea. That is, when he wasn’t playing workshop tricks on me. I insisted he had a drive, as sharing the enjoyment is what it is all about, isn’t it? I’ve got through a fair bit of work, thinking about it, but spread out it is surprising what you can fit in. The car is all the better for it, which was the plan. We’ve been using it plenty as a family on everything from school runs, Cub camp, and multiple trips around the Peak District. Miles from home in the car, in great scenery with a tailgate picnic on the go, is a very happy place indeed. Seeing the children’s reaction to experiencing the car again makes you recall when the spark first lit in yourself. It Not the first time this has happened. Such is life, running a Range Rover Classic in 2023 also affirms just what a special car a well-sorted Range Rover Classic is, and has us itching to do a really long drive, like up to Scotland again. That can wait, though. First, I’ve got to find some tools Martin tells me he left in my garage. Do you know, I can’t recall him using a 1-7/16-inch socket, nor metric adjustable, but apparently they’re around here somewhere... One thing is for certain - he won’t make a fool of me again. www.britpart.com landrovermonthly.co.uk 73
WRITERS' ROVERS 1975 SERIES III 109 V8 Mileage: 37,104 Power: 135bhp Torque: lOllb-ft MPG: 16 AVS455N All done!1 Series III ready for | more adventures Well, three-quarter tilt. Martin treats his 109 to an Exmoor Trim canvas I love to take my Series III on as many adventures as possible, and thankfully I’ve had the opportunity to do just that this year. It’s been to most of the Land Rover, 4x4 and Vintage Spares Days that we’ve held throughout 2023 (full rundown of them all on p78), our inaugural two-day LRM Live event back in May, to Wales to do the infamous Strata Florida greenlane, up to York for a great charity show, to name but a few. The Series III always proves to be a talking point, and it’s been great putting decent miles on it. Aside from my previous improvements to the cab, one thing that has needed addressing for quite some time is a cover for the load area. If you’ve ever seen me PHOTOS: MARTIN DOMONEY arriving or leaving an event, you probably will have witnessed the hideous green plastic tarpaulin I have to fold over all my stuff to keep it dry when on the road. It’s inconvenient, ugly, dirty and makes everything stink of plastic. Plus, no matter how many ratchet straps I use to keep it in place, I can never seem to stop it flapping about and coming loose. It had to go. Back when I bought the 109, it had a set of three-quarter hood sticks fitted, and the Heading for the bin: the old |___ plastic tarp truck cab already had the guttering riveted in place to take a ‘cab fit’ canvas. I actually asked the seller if it had a canvas to come with it, and he told me it didn’t. He said that he’d taken it off, because it was so old and rotten that when a cat jumped out of the tree under which the Land Rover was parked onto the top, it fell straight through and couldn’t get out! Luckily the stricken moggy was rescued promptly afterwards, but to avoid a repeat, he took it off and binned it. I toyed with the idea of a tonneau-type cover as I liked how the 109 looked as a truck cab with nothing on the back but, as the rest of the fittings were there and ready to be used, I’d order a new three- quarter tilt from Exmoor Trim (exmoortrim. co.uk). I opted for a windowless tilt in Sand colour, and set about fitting it as soon as it arrived. After retrieving the sticks from down beside the shed and evicting all the spiders and snails, I bolted them down and got the canvas in place. It was really simple to fit, and I was sure to keep all the ropes and straps tight to avoid shrinkage when it rains - an easy trap to fall into if you haven’t dealt with canvas tops before. I’m absolutely made up with the finished result, and the Sand colour works well against the drab green - though the newness of the tilt has spurred me on to tidy up the 109’s bodywork in places. Most importantly, I’ve been able to launch that smelly old green tarp into the skip. 74 landrovermonthly.co.uk BRITPART
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202 LRM takes a look back at a bumper year of events, and looks forward to more great Land Rover days in 2024 ШНДТ A VEAR Ш0Ш 2023 has certainly been one to remember. There’s been more great Land Rover events this year than ever before, and you’ve turned up in your droves to take in the fantastic atmosphere, get Inspired by brilliant vehicles, buy and sell parts and accessories, meet up with friends both old and new and make the most of the long summer evenings with a barbecue and some beers. We’re taking a look back over the plethora of events that made 2023 such a memorable year - from Spares Days to LRM Live and the Billing Off Road Show, plus more. We also have the full complement of dates for your diary In 2024 - so you can plan which events you want to attend and have lots of Land Rover goodness to look forward to In the new year. I Bargains everywhere and happy hunters to snap them up UWD ROVER* S Malvern Land Rover, 4x4 and Vintage Spares Day The season kicked off in early warmed over bacon sandwiches and mugs of February with our first Spares Day of the year, at Malvern in Worcestershire. Hundreds of buyers and traders braved the biting cold to get the calendar rolling with aplomb, and many came away with the parts they needed to finish their winter projects or pockets full of cash from selling extra bits from a garage or shed clear-out over the festive period. The Series One and Series II club proudly displayed their vehicles in the Avon building, and hands were Ripon Land Rover, 4x4 and Ж® Vintage Spares Day After a number of years absence from the venue, 12 March saw the welcome return of a Land Rover, 4x4 and Vintage Spares Day to Ripon Racecourse. We were unsure how many of you would turn up, but were overwhelmed with positivity from the buyers and sellers who arrived in droves. It’s safe to say we weren’t expecting such a response, with traders coming from all over the Yorkshire Dales, hills of the Lakes and even the Scottish Highlands to sell their wares In the picturesque countryside. It was a brilliant day, and everyone we spoke to was delighted to see the autojumble return to Ripon. It was back to the racecourse on 15 October for a second round of buying and selling at Ripon, and once again it was a good turnout from both sides. We can’t wait to get back to Yorkshire in the new year to continue to build what has proven to be a much-loved Spares Day. See you there! steaming hot tea. We were back at Malvern to cap off the season on 29 October, with much milder weather and just as many enthusiastic traders and punters. In fact, there were so many traders that some spilled out into the parking area in front of the main gate - no matter where you looked, there were bargains everywhere and loads of happy hunters snapping them up. PHOTOS: KATE GOULDING, MARTIN DOMONEY aA MARTIN DOMONEY @ VARIOUS
PHOTOS: KATE GOULDING, NEIL WATTERSON LRM Live The weekend of 20-21 May brought stunning views, loads of Land Rovers and, to top it off, beautiful weather for the inaugural premier two-day event - LRM Live - at the Three Counties Showground in Malvern. The camping area began to fill on the Friday, and the air was soon filled with the smells of barbecues and the sounds of laughter, music and happy voices as the sun dipped behind the Malvern Hills. Gates opened to day visitors on Saturday morning, and the event got into full swing, starting with a live auction run by HJ Pugh, with a huge number of Land Rovers, spares, accessories and automobilia going under the hammer. A jaw-dropping array of vehicles courtesy of The Dunsfold Collection took pride of place In the Hall of Fame along with REVs Restore, and the outdoor arena hosted various demonstrations and clubs throughout the day for members to show off their Land Rovers and share the stories behind them. Trade stands included headline sponsor for the event, Optimill, as well as Richards Chassis, Oak Ridge Engineering, Defender Rear Tubs, Alive Tuning, Marshland Chassis, Empire Tuning, Rimmer Bros, Tomcat, FrontRunner Outfitters, Nene Overland, Muddymods, Overland Gear and many more - there was truly something for everyone. Both trade stands and autojumble areas were busy over the two days, and it was great to see so many of you walking around with purchases, or enjoying an ice cream or beer in the sun. It wasn't just older Land Rover enthusiasts that were kept entertained either - the kids could take to a specially- made off-road course in a little Land Rover, or test their hand-eye coordination on driving radio-controlled models. The Land Rover Monthly stand was a bustling hive of activity, thanks to our special subscription deals and gifts, and various members of the team, including Martin Domoney, Steve Miller, Gary Pusey, Alisdair Cusick and Ed Evans were on-hand to chat Land Rovers. We can’t wait to show you what we’ve got planned for the 2024 event, but believe us when we say it’s going to be bigger and better than last year - you won’t want to miss it. landrovermonthly.co.uk 79
LRM EVENTS ROUNDUP 2023 Billing... A staple for Ш Land Rover fans BILLING OFF ROAD SHOW Billing Off Road Show ГДЫПк- Everyone loves Billing! ROV A staple for Land Rover enthusiasts, the Billing Off Road Show blends camping, shopping and off-roading into a fantastic weekend, and the 2023 event was no exception. Proof if ever it were needed that as media partners for the show, LRM brings the sunshine with it - the Northamptonshire countryside was bathed in fantastic weather on the weekend of 1-2 July, and soon vehicles that turned up clean were getting progressively muckier with each drive of the on-site off-road courses and infamous mud run. The Challenge South West crew made sure the action didn’t stop, offering white-knuckle passenger rides around an impressive course on the sprawling hillside, while traders and punters lapped up the sunshine. The show was packed, and Editor Martin and Associate Publisher Steve Miller took to the Show and Tell stage at lunchtime on both days to interview enthusiastic owners about their chosen steeds, followed by a special procession to celebrate 75 years of Land Rover. Saturday evening brought the ever-popuiar Charity Auction, with many traders kindly supplying wares to be auctioned off, with all proceeds going to the Royal Brompton and Harefield hospitals. Auction over, revellers made a beeline for the beer tent to enjoy great live music and polish off a few pints before getting stuck back Into the action on Sunday. A brilliant event as always - we can’t wait to see more of you there next year. Ever-popular I charity auction ILRMs Martin and Steve hosted the Show and Tell stage 80 landrovermonthly.co.uk
’JfkND ROVER. fSPIPfS D«Y 1 Rutland Land Rover, 4x4 and Vintage Spares Day Another first for this year was the introduction of a Land Rover, 4x4 and Vintage Spares Day at Rutland Showground. Initially planned for April, a particularly wet spell meant having to postpone the Spares Day because of the ground conditions, and the event went ahead on 3 September instead. We were yet again blessed with beautiful blue skies and sunshine, and for a first event in a new venue the turnout of both traders and punters was fabulous. As with all the Spares Days, the car park itself was a sight to behold - at Rutland we went one step further and introduced Land Rover-only parking. A vast range of Land Rovers turned up, from workhorse Defenders and immaculate Range Rovers to restored Series Is and even a fire appliance, which got plenty of attention from both young and old visitors. We’ll definitely be back at Rutland in 2024, so tell your friends and get the date in your diary. Newbury Land Rover, 4x4 and Vintage Spares Day i^droveik An absolute giant of a » Spares event, Newbury is a Land Rover parts shopper’s dream - it is truly enormous, and you’ll be lucky to get around the whole thing in one day. Traders descended on Newbury Racecourse on 2 April en-masse to get their wares set up ready for a bumper day of selling, and eager hunters did not disappoint when the gates opened, with many returning to load their vehicles more than once with armfuls of goodies. The second Spares Day of the year on this very popular site was on 1 October, bringing with it a fresh crop of parts, and buyers hungry for bargains. Newbury really has to be seen to be believed; the sheer size of the site and number of Incredibly diverse parts and accessories for sale is astounding, if you’ve never been to a Spares Day before, definitely make the trip to Newbury. You’ll be hooked. VbI I If you’ve never been to a Spares Day, Newbury will not disappoint... Trust us 2024 EVENTS Appetite whet for a fantastic 2024? Look no further - here are all the important dates you’ll want to set aside for this coming year. 4 Feb Malvern, Three Counties Showground 3Mar Ripon Racecourse 7 Apr Newbury Showground 21 Apr Rutland Showground 18-19 May LRM Live, Malvern 1-2 July Billing Off Road Show 22 Sept Rutland Showground 6 Oct Newbury Showground 13 Oct Ripon Racecourse 27 Oct Malvern, Three Counties Showground PHOTOS: KATE GOULDING, MARTIN DOMONEY landrovermonthly.co.uk 81
LAND ROVERt MONTHLY •KSSiiiS ROVER Rouf/? • 4X1 VINT^ SPARES DAV 2024 DATES FOR YOUR DIARY 4 Feb Malvern, Three Counties Showground 5’lsg Hiiiiii; 3 Mar Ripon Racecourse 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 Bookings now open- book early to save! To book visitor and trade tickets visit bit.ly/lr meventsl , For more information call: trade 07586 023248/07799 695718; visitor 01778 395155 ALL EVENTS ARE KINDLY SUPPORTED BY Scan me->
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Minihte Alloy Wheels | DA3785 ] Iconic Genuine Minilite Wheels now available for Land Rover's! The original Minilite wheel, was probably the most successful competition wheel of the 1960’s and 70’s. As the name suggests, it was originally developed as a magnesium competition wheel for the then revolutionary new Austin ‘Mini’, but its instant success meant that it was soon to be seen on many of the serious race and rally cars of that era. A new iconic style was born, and to this day, all genuine Minilite wheels are made к to that original classic design. Originally Ж conceived for race and rally, demand soon grew for road car applications, and has remained so ever since. Minilite wheels are ‘Low-Pressure’ die cast, in high grade aluminium alloy; machined on the latest CNC equipment, 100% pressure tested, and finally powder coated for maximum protection against the elements. 8x18 8x18 8x18 winning MINILITE wheels A BRITPART www.britpart.com BRITPART The quality parts for Land Rovers Find your nearest stockist - www.britpart.com/stockist Anthracite Black Silver Series 3, Defender 1987 - 2016 Range Rover Classic & Discovery 1 Part numbers are used for identification purposes only and do not imply or indicate the identity of the manufacturer. E&OE Products available from your local Bntpart stockist. IXXI DA3785 DA3786 DA3787 > Load Rating: 1,220kg > Offset: ETO > PCD: 5 x 165.1 > Weight: 11.7kg > Test Standard: JWL | DA3787 |
LAND ROVERS MONTHLY TECH 18 PAGES OF expert advice Projects, repairs, modifications and advice ED EVANS, TECH EDITOR LRMtechnical lead, drives 90 V8, RR Sport Ц TREVOR CUTHBERT, CONTRIBUTOR Pro re-chassis and total rebuild specialist MARTIN DOMONEY EDITOR Drives a 1975 Series III 109 opening fluid lines and working on overhead parts. • Wear a particle filter when removing rust and cleaning off brake parts. • Wear steel toecap work JAKE SHOOLHEIFER, CONTRIBUTOR Pro restorer, drives Minerva SI WORK SAFELY two hands to control • Wear protective gloves torque-twist and kickback, when working with sharp • Wear eye protection when edges, grinding, cutting grinding, cutting, wire- and using an angle grinder, brushing, sanding, releasing • Hold the angle grinder with springs and clips, when shoes to protect against falling objects and ensure better grip on slippery floors. • When welding, wear specialist welding gloves, clothing and mask, and ensure appropriate fire-fighting equipment is available and close by. Never work on a cooling system, nor remove the filler cap, until the engine and coolant have fully cooled down. Always remove the filler cap slowly in case of residual pressure. Avoiding trouble RUNNING a Land Rover is not all about fixing things to keep the truck on the road. An even better plan is to avoid problems in the first place by inspecting critical areas at service time and by driving the vehicle in a way that minimises failures and breakages. Our three main features in the tech section this month cover replacement of a broken tailgate, refurbishment of a worn carburettor and the frequent need to replace suspension parts on the Discovery 3/4 and Sport models. All of these issues can be avoided, or significantly delayed. The opening picture in the tailgate feature shows the original door frame of my own Ninety, cracked in several places and rusted along the bottom. Simply removing the internal door card occasionally gives the chance to spot these cracks developing and weld them up before it’s too late. Rust on the frame is easily halted, and corrosion between the frame and door skin can be slowed by spraying light oil or wax through the manufactured holes in the frame. Severe off-roading jolts and the weight of an oversized spare tyre make the frame more likely to crack - a chassis-mounted spare wheel holder eliminates this. A carburettor rebuild is more difficult to avoid. Throttle spindles and jets always wear. Hot and cold cycling distorts flanges, and their gaskets deteriorate. Floats puncture, float valves stick, their operating tabs distort, and fuel deposits build up over the miles. We live with all this but, before setting up or adjusting an old or new carburettor, it’s essential that the timing, valve clearances and plug gaps are correctly set, the engine is fully warmed up, and the fuel is of the correct specification and is fresh. The frequently worn-out suspension bushes experienced on the Discovery 3,4 and Range Rover Sport are a fact of life, given these vehicles are heavy, relatively powerful and have sharp handling ability. The bushes absorb the cornering forces, kerbing impacts, braking and acceleration forces and the severe impact from road potholes. The simple way to extend their life is by driving sympathetically with thought for the mechanical mayhem going on under the chassis. Off-roading isn’t really an issue here because it’s taken gently, winding the vehicle over rock steps and down through holes in the track. But hitting a highway pothole at even 20mph can seriously damage bushes and alignment. Don’t take these suggestions too seriously, though - Land Rovering just wouldn’t be the same without something for us to fix. Ed Evans 2024 DATES FOR YOUR DIARY 4 Feb • 4X4 VINlM»*- SPARES DAY PHOTOS: KATE GOULDING. NEIL WATTERSON LAND ROVER* 3Mar 7 Apr 21 Apr 22 Sep 6 Oct 13 Oct 27 Oct Malvern, Three Counties Showground Ripon Racecourse Newbury Showground Rutland Showground Rutland Showground Newbury Showground Ripon Racecourse Malvern, Three Counties Showground Bookings now open - book early to save! 11 Vj LRM’n BIG weekender is back! LAND ROVER BIG MALVERN 18-19 MAY 2024 Bookings now open - book early To book tickets for all events or for more details visit bit.ly/lrmeventsl ALL EVENTS ARE KINDLY SUPPORTED BY landrovermonthly.co.uk 87
TREVOR CUTHBERT LRM CONTRIBUTOR NEED TO KNOW REAR DOOR SWAP Tail door frames can crack under the weight of the spare wheel, and corrode outer panels, so you may need to fit a new door. Here’s how PHOTOS: TREVOR CUTHBERT TIME: Around 5 hours COST: £353.60 DIFFICULTY: MODELS: Series llt HA, III, Ninety, One Ten, Defender. TOOLS NEEDED: General workshop tools, drill and drill bits, hole saw and metal file. PARTS AND COSTS: Galvanised safari door, £270, BLRC Ltd; rear door glass, heated, MTC8951, £68, BLRC Ltd; butyl seal putty tape, black, 3x19mm, £15.60. WORK SAFELY: • Get assistance for handling heavy components. • Wear eye protection when drilling and using a hole saw. CONTACT: BLRC Ltd Tel: 02897 511763 blrcvehiclespecialist.co.uk THE rear door on early utility Land Rovers and Defenders is known as a safari door. The design remained little changed from the Series II, through Series HA, Series III and up to the Defender of 2002. In 2002 the design and construction of the safari door changed to a one-piece construction, although the physical size of the door and the gap that it filled remained unchanged. Just like the front doors of a Land Rover, the safari door is prone to all the rigours of everyday use. They are generally working vehicles and can suffer dents, scratches, corrosion and impacts such as from stray jockey wheel handles and the like. Another issue with the safari door, particularly the pre-2002 design, is fracturing of the inner frame because of the weight and vibration of the spare wheel mounted directly to the door. The fracturing will be seen on the inside of the lower window frame, and when it appears here you can be sure the inner frame (hidden behind the door card) will also be breaking up. The good news is that a safari door is not particularly expensive compared with the cost of a front door, and is easy to replace. So if your safari door is suffering from any, or all, of the issues above, you can bring your Land Rover back to its former glory without too much pain. Please note that the owner of the Defender shown here opted for a more costly galvanised door. I like to dismantle any assembly as far as possible while still on the vehicle. This has a number of benefits - mainly lightening the structure by the time it comes to lifting it off. But it is also held firmer and more stable in situ for dealing with any stubborn fixtures and fittings. With that said, even a fully dressed safari door is not particularly heavy, so you can remove it before strip-down if you prefer. Whichever method is chosen, it will be necessary to remove all of the parts from the door that are going to be refitted to the new replacement item. 88 landrovermonthly.co.uk BRITPART
RITPART ----- The quality parts for Land Rovers Only skin deep At a glance the safari rear door looks to be presentable and is functioning okay, but under the skin there lurks multiple issues which the owner wants gone. To be replaced This damaged swing-out spare wheel carrier mounts on the body, rather than the door. It rubs against the lower door hinge, is not strong enough, and it vibrates. Factory fitment This standard spare wheel carrier is more common, but the weight of the wheel and tyre can crack the door frame. The bird’s nest was a surprise. Old school DThis type of rear door, fitted up to 2002, has a set of aluminium strips that secure the window glass to the frame, held by self-tapper screws. Belt and braces! After removing the screws with a Pozi #2 screwdriver, the lower aluminium 5 strip is removed. This one needed persuasion, as it was also glued in place. All the way around Likewise the side strips, top strip and the curved corner pieces are all removed by taking out the screws and gently prising them free. Easy access О The rear door lock assembly is held in place by four fixings. The two top screws were the first to be removed, from inside the door. Very convenient О The top screws had been in this captive nut plate, which now drops out of the door at the outside. The lower fixing is a stud plate with M6 nuts on the inside. Twist and pull The door lock assembly is now eased out of the door handle recess carefully, 9 ___J taking the gasket with it, as with luck this may be reusable. www.britpart.com landrovermonthly.co.uk 89
REAR DOOR SWAP Trim tool not needed Damaged elements, too The inside door card has been replaced with aluminium chequerplate, riveted on. The rivets are drilled out to remove the panel, exposing any wiring. 10 11 ____Л The only electric cable present on this particular door ran to a fractured terminal at the window glass, for the heated rear window. Easy removal The door check-strap is unbolted from the pivot bracket on the rear of the body and slid out of the runner, for reuse in the new door. 12 Door hinges A long-handled 13mm ring spanner allows you to hold the nut on the inside by reaching under the door, while loosening the bolts on the outside. 13 Held until ready All six of the door bolts (two on each hinge) are eased partly out with the nuts removed, but still supporting the door, ready to lift it off. And free 14 Even with the glass still in place (firmly glued) the door is not very heavy and can be lifted off by one person. Note the construction of the inner frame. 15 Ready to offer up The new door with galvanised frame and sprayed in primer, will be hung on the original hinges still on the body, using the existing stainless bolts and nuts. 16 Improved design Replacement doors have corner gussets built into the frame (top left and bottom centre) giving extra strength, especially for the weight of the spare wheel. 17 Less stretching With the rear glass not fitted yet, it is easy to access the inner nuts and bolt heads for each hinge by reaching through the window aperture. 18 90 LAND ROVER MONTHLY.CO.UK BRITPART
BRITPART IN ASSOCIATION WITH —_——_— The quality parts for Land Rovers Fitting out the new door 19 Tighten right away The bolts run through fixed tubes in the door, so there is no positional adjustment available. But if the door is accurately made, it will align just fine. 20 Pleasing result With the bolts tightened, the door is checked for alignment around the frame. If the door frame seal is damaged, now is the time to renew it. The various fittings can now be transferred onto the door. Some Land Rovers will vary from this one: for example, there will probably be a rear window wiper to fit and a door-mounted spare wheel carrier or maybe a third brake light. This particular vehicle has the bare minimum fitted, and even the heated rear window was not connected to the chassis wiring harness. However, all of these fixtures are pretty much a reversal of how you removed them from the old safari door. 21 Back in place Refitting the rear door check-strap is a straightforward job of sliding it into the runner on the door and rebolting the other end to the pivot bracket on the body. Missing hole Unusually, this door does not have a lock barrel hole. Measuring from the old door, a pilot hole is drilled, then enlarged with a slightly undersized hole cutter. By trial and error The hole for the lock barrel is now enlarged to the exact size needed using a round file - with frequent trial fits of the door lock assembly. Success After enlarging the cut hole to size using a round file and frequent trial fits, the lock assembly and barrel are refitted - that work shouldn’t have been necessary. Mission impossible The glass had been bonded to the old door, damaging parts of the heated rear window element (HRW), so this new glass will be fitted to the door. Plan for power 26 ___J Ahead of fitting the glass, provision needs to be made for an electrical feed to the HRW. Here a pilot hole is drilled in the frame at the appropriate location. www.britpart.com landrovermonthly.co.uk 91
REAR DOOR SWAP 27 28 29 8mm for this one The pilot hole has been enlarged to suit a rubber grommet, which will be essential to protect the electric cable from chafing on the edge of the hole. Fishing A length of thin stiff wire is fed through the door frame. The electric feed for the HRW will be attached to this wire to pull it through the door frame. Fitting the glass The window glass will be sealed to the door using a bed of non-setting black putty sealant material (butyl putty tape) around the whole of the frame. PHOTOS: KATE GOULDING, NEIL WATTERSON Self tapper holes The new glass is bedded into the putty and is now secured by refitting the aluminium strips, having first drilled 3mm holes for the self-tapping screws. Safe and sound 30 The window glass is now secure, and all that remains is to add the wiring for the HRW and refit the chequerplate inner door cover, or a standard door card. 31 Colour change looming A new swing-away wheel carrier will be fitted after the Land Rover has been 32 resprayed. Galvanised frame and stronger design will eliminate corrosion and cracking. 4 Feb 3 Mar 7 Apr Malvern, Three Counties Showground 4 Ripon Racecourse Newbury Showground LANDROVER^ 2024 DATES FOR YOUR DIARY \ Bookings now open [• 4X4 « СРЛРГС nnv 21 Apr Rutland Showground 22 Sep Rutland Showground 6 Oct Newbury Showground 13 Oct Ripon Racecourse book early to save! 27 Oct Malvern, Three Counties Showground To book tickets for all events or for more details visit bit.ly/lrmeventsl ALL EVENTS ARE KINDLY SUPPORTED BY 92 LAND ROVERMONTHLY.CO.UK BRITPART
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The carburettor is 7 NEED TO KNOW Fuggle’s Fettling TIME TAKEN: 4-5 hours. TOOLS NEEDED: Soft-jawed vice, pillar RESTORING CARBURETTOR vital to petrol engine efficiency and good running. Alisdair Cusick reports on a professional carb restoration ALISDAIR CUSICK LRM CONTRIBUTOR PHOTOS: ALISDAIR CUSICK drill, piloted reamers, jet gauges, file, hacksaw, disc sander, screwdrivers, pliers, plate glass, ultrasonic cleaner, taps and dies, polishing wheel, 400 grit wet and dry paper. DIFFICULTY: MODELS: All Series I models, through to Series 11 A, but principles are the same for any carburettor. PARTS USED: Carburettor as supplied, Fuggle’s Fettling, £40/hour. WORK SAFELY • Use the right tool, for the right job. • Use well-fitting tools on soft brass parts to avoid distortion. • Get an expert to do the job, if in you’re any doubt. • Never take risks with heat or pressure. • Wear breathing protection when cutting or handling aged materials which may create a dust hazard. • Gaskets may contain asbestos. THANKS TO: Martin Lawrie of Fuggle’s Fettling for his help with this feature. 07950 335835, fugglesfettling.co.uk POOR starting, rough idle, hesitation, black smoke or poor fuel economy; all these issues suggest one cause on classic Land Rovers: the carburettor. A common component, but one that does a complex task, namely balancing the mix of air and petrol for all throttle demands. That balance is a fine one and, with passing years, inevitably comes the need for a carburettor rebuild. Rebuilding a carburettor is a relatively straightforward job, typically requiring a methodical strip down, clean, then reassembling with new fibre washers and gaskets. For a carb in good order, that usually revives it, but with some being 75-years old, other more involved issues arise, meaning the task often entails correcting warpage of mating faces, replacing jets, or re-bushing worn throttle spindles. Carburettors are usually made of Mazak, an alloy that can be prone to stripping threads, or cracking, most typically at the emulsion tube holder. Fixings can be a mix of Whitworth, AF and metric, occasionally with one type of head and a different thread. Originally having worked In the medical industry, Martin Lawrie set up Fuggle’s Fettling after selling his medical diagnostics company. A lifelong tinkerer with classic cars, he continued his time-served methodical approach to vehicles as a business. Fuggle’s is named after his 1920 Talbot 14/45 pick-up, originally owned and converted by a Sunbeam, Talbot and Hillman dealer in Bushey Heath. Already slgnwrltten as Mr R.F Fuggle, the name stuck. Today, he works on ‘anything fiddly’ with a knack for restoring original carburettors, wiper motors and electrical parts from Land Rovers and beyond. He also 3D-prints parts and tools, notably gearbox drilling jigs and main bearing T-seal guides for Land Rover Series vehicles. There’s an art to carburettor set-up and, whilst there was once always that local garage nearby who understands them, those skills aren’t easy to find today. Because of this, there are a scarce few specialists who have become the go-to for a thorough job. One of these is Martin Lawrie, of Fuggle’s Fettling, renowned for his work on Solex and SU carbs in particular. Rebuilds now often incorporate complete restoration, so he not only rebuilds the units, but can also visually refresh them to as-new condition. He walks us through a typical process of restoring a Solex 32 PBI-2 from a Series I, though the basic principles are broadly the same for a Series 11A В40РА10-5А and the Series Ill’s Zenith 361V, Stromberg and SU carburettors. 94 LAND ROVERMONTHLY.CO.UK BRITPART
RITPART ----- The quality parts for Land Rovers How it works Looking at the downdraught carburettors used on Land Rovers, first is the float chamber, which Is nothing more than a fuel tank for the carburettor, supplying fuel to the emulsion tube. The fuel pump delivers fuel into that float chamber and, as the level rises, a hinged float touches against a needle valve, shutting off the fuel supply to the chamber. It’s a similar principle to a toilet ballcock. As fuel is used, the level (and float) lowers and the needle valve re-opens, thus constantly maintaining the crucial float height, and therefore fuel supply to the emulsion tube. Parallel to this, sits the carburettor throat: a large circular hole through the carb where air enters at the top (drawn In by the suction created by the engine’s pistons on their intake strokes), and air-fuel mix is delivered at the bottom into the intake manifold. Jutting into the throat is the emulsion tube (which is nothing more than an outlet sitting in the middle of the throat), a venturi and, below that, the butterfly valve of the throttle plate. Fuel sits in the emulsion tube at the same height as in the float chamber. As the engine runs, air enters the carb throat and passes through the venturi which constricts the air, creating negative pressure downstream, thereby sucking In the fuel from the emulsion tube. The fuel becomes atomised in the carb throat where It mixes with the air at a theoretical ratio of 14.7 parts air to 1 of fuel (known as the stoichiometric mixture), though the mixture will vary according to tuning and running conditions. The fuel/alr mixture then enters the intake manifolds from where it’s drawn Into the engine cylinders where the spark plugs ignite it in the correct sequence to drive the pistons and rotate the crankshaft. An engine needs to rev above idle speed though, and that is where the throttle plate comes in. As the throttle is depressed, the throttle butterfly opens in the carb throat, allowing more air in, in turn sucking more fuel in, thereby engine revs increase. The accelerator pump is an additional circuit linked to the throttle plate. Under rapid throttle increases, the accelerator pump squirts in a measured amount of extra fuel straight above the venturi. Being before the vacuum is formed, this enrichens the fuel mix ahead of the emulsion tube, aiding the engine to accelerate. Dismantling the carburettor Starting point A typical starting point. This 32-PBI-2 KJ is dated 1965, but the type was used from 1948, with different jets for the two 1600cc and 2000cc Series I engines. Get the best grip Martin begins by unbolting the fuel inlet, then unscrews the top cover. Whether bolt or screw head, well-fitting tools are a must, to avoid damaging them. To business Cover off, we see the internals: float chamber, carb throat with accelerator pump injector and emulsion tube holder. Upper gasket may contain asbestos. Deciding whether to rebuild, or repair In the past, a straight rebuild and clean did the job, but often a carb can be worn, meaning repair work is needed. Check the flatness of the body and top cover on a flat surface. Warping means gaskets can’t seal and unwanted air is sucked In, weakening the mixture, or fuel can leak internally. Hold the throttle spindle end and check It for play. Minimal play Is acceptable, but frankly, If you can feel it wiggle, re-bushing the body is the only way to cure that wear properly. Similarly, examine the accelerator pump rod. Play in either end requires replacement parts to cure. Strip down О Martin begins by unbolting the needle jet in the top cover using a socket spanner. The fixings are metric, but may not have the usual thread pitches. Remove, but store Removing the float shows a build-up of gunk, likely from stale fuel. Nonetheless, this will clean up. Store everything methodically as you remove it. www.britpart.com landrovermonthly.co.uk 95
RESTORE A SOLEX CARBURETTOR Pulling it breaks it 0The pump injector is unscrewed. Martin taps that screw hole to M5, then threads in a bolt to wind the assembly out, working against the carb body. Take care Bi-starter D Commonly, the emulsion tube holder cracks if the air correction jet was overtightened. This comes out nicely. Use a stud extractor to pick out the emulsion tube. The starter assembly, held by four long screws, is removed. Again, a well- fitting tool is essential. Inside, we see the various internal passages for fuel and air. Remove, strip down Throttle plate Pump off 9 __J The starter detent ball, spring and retaining plug are removed, along 10 with the choke cable arm. A Vi-inch Martin undoes the throttle plate, held on by four screws, and removes the 11 ___J Similarly, he removes the four accelerator pump-to-body screws Whitworth head on the fixing, but 8mm metric thread. throttle assembly as one. Keep everything, making notes or preferably taking photographs from various angles. (seen at the corners). Then the remaining two screws holding the pump body to the depression pump body are removed. Break it down Jets out He then strips the pump, removing the pump cover, then splitting the two bodies to reveal the diaphragms. There are springs inside. It may suddenly push apart. 12 All the brass jets are then unscrewed. Penetrating oil can help stubborn ones, as can working the fixing thread back and forth. All can potentially strip or shear. 13 Main jet To remove the smaller jet inside the main jet, Martin holds it in a spanner on a table and unscrews the smaller jet. A vice could distort it. 14 96 landrovermonthly.co.uk BRITPART
RITPART ----- The quality parts for Land Rovers IN ASSOCIATION WITH Butterfly Martin then moves to the throttle butterfly, first removing the two fixing screws, sliding out the butterfly, then withdrawing the spindle. Inspect for wear on body and spindle. 15 Pump parts Next, the pump diaphragms are stripped of their spindles, nuts and washers. Note both the order and orientations of each as you strip them. The nuts are BA. All out 16 17 ___J Back on the body, Martin removes the venturi tube, knocking it upwards with a drift. It needs to come out so that the top face has no obstructions. 18 Fragile part Martin then removes the emulsion tube holder by threading a bolt into the tube, then winding it out against the carb body. He makes the job look easy. That, then is the strip-down. Each brass part is now cleaned in a proprietary wash process and ultrasonic cleaning is used to ensure all internal passages are clear, before checking all the Jet sizes are correct. Jets rarely wear, but can clog, and it Isn’t uncommon for people to drill jets larger in an attempt to cure running Issues. The Mazak parts can be vapour blasted (an abrasive material carried in water) which will clean and polish the parts to as-new condition. Alternatively, for a ‘war finish’, Martin bead blasts the components (dry media delivered by air) which cleans without polishing. Brackets and screws can be replated. A quality rebuild kit comprising new fibre washers, diaphragms, gaskets, needle valve, spindle and butterfly is also required. Rebuilding the carburettor to restored condition Carb in kit form 19 All the parts are prepared ready. Bodies cleaned, steel parts replated, brass parts cleaned and polished. But Martin has a couple of crucial further steps, for correct operation. Tidy up A tap of the correct size and thread profile is run down each screw thread. This sharpens up any thread damage, but also removes blast media and corrosion. 20 Flattening the curve The carb bodies commonly warp. To correct this, Martin decks each mating face flat. For speed, he starts with a few careful passes on a bench disc sander. 21 Tops, too The warpage can create a vacuum leak, causing a lean mixture. The carb top also gets the same treatment. Note the high spots visible on the corners now. 22 www.britpart.com LANDROVERMONTHLY.CO.UK 97
RESTORE A SOLEX CARBURETTOR Finesse Good as new Size check The process is finessed using 400-grit wet and dry paper on sheet glass. He can now control the cut rate, regularly checking until the face is flat. 23 The end result is a perfectly flat mating face. He repeats this for the throttle body and top cover, ensuring air- and fuel-tight seals on the carb. 24 Jets are all checked for correct size using a measure. They’re measured in millimetres. So a 75’ stamped jet will be .75mm, and a 135’ will be 1.35mm. 25 Jets in Accelerator pump Extra skill Martin then fits a new fibre washer from the rebuild kit to each jet, and fits them to the carb. They want to be tight, but not over-tightened. 26 27 __J The pump diaphragms are assembled with two membranes per diaphragm and noting their correct orientation. Those then get sandwiched between the two pump bodies, with the correct springs. To cure play in the throttle spindle, Martin specialises in re-bushing the throttle body. Using a special piloted reamer, he drills the throttle body, perfectly in line. 28 Drilled to re-bush Starter section Don't crack the tube! He drills to a measured depth (leaving 3-4mm to avoid breaking through to the venturi), then inserts his specially-made brass bushes with a dab of thread lock. 29 Whilst the thread lock cures, Martin builds up the bi-starter, ensuring the correct orientation of the disc. The detent ball should notch, but may be too worn. 30 31 ___J Martin refits the venturi, emulsion tube holder, emulsion tube and accelerator pump injector. The air correction jet is seated, but not over-tightened, to avoid cracking the fragile tube. 98 LAND ROVERMONTHLY.CO.UK BRITPART
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RESTORE A SOLEX CARBURETTOR Back to the bushes Reamed twice more Smooth as silk With the thread lock cured, the throttle body is held in a soft-jawed vice and the excess bush material trimmed back with a hacksaw, then filed smooth. 32 First, Martin uses a 5/16-inch piloted reamer to open out the bush internally, then repeats this using a long form 8mm reamer, matching a Solex spindle diameter. 33 New spindle in and tested for smooth operation. Throttle butterfly assembled and throttle lever assembly fitted, adjusting the idle speed stop screw. 34 Modern fuel tip Martin fits the new needle jet using an extra washer, as he finds that suits lower viscosity modern fuel. A dot of thread lock helps prevent it loosening. 35 Last job Finally, he fits the float and toggle, the new top gasket, top cover and throttle body. Screws are measured to ensure they don’t bottom-out after the refacing. 36 Adjustments The throttle stop screw and idle bypass screw are roughly set. On the car, they will need final fine-tune adjustment after the engine has fully warmed up. 37 PHOTO: ALISDAIR CUSICK Rod gap Martin’s final adjustment is to set clearance on the new replacement pump rod, which he manufactures. He also sourced replacements of the spring, crucially having the correct loading. 38 Final job The end result is a component not just refreshed, but retuned to full mechanical health. Visually, we can choose perfection, or patina. Either way, it works as new. 39 100 LAND ROVER MONTHLY.CO.UK BRITPART
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REPLACING FRONT SUSPENSION LOWER ARMS When D3/4 and RRS1 suspension bushes or ball joints fail, replacement of the complete suspension arm can be the cheaper and easier option HIS 2010 model year Discovery 4 TDV6 had done 58,000 miles and was still on the original factory-fitted suspension control arms, both top and bottom, front and rear. However, the owner had noticed a juddering under heavy braking and also vibration on rough ground, especially when crossing cattle grids. All the suspension arms were checked and play was found in both of the lower front suspension control arms, though not sufficient to fail an MoT test at this stage. PHOTOS: DAVE BARKER As the vehicle was due a service, the opportunity was taken to change both front lower suspension arms at the same time, rather than wait for its annual MoT in five months when the wear would be much more noticeable. The Disco 4’s independent front suspension comprises upper and lower control arms which secure the steering knuckle, with the lower arms also connecting with the air spring/damper unit. Wear in the bushes of the control arms affects the suspension geometry and will cause the steering to become a little vague and give a juddering effect under heavy braking. It’s a common concern on Discovery 4, with some vehicles wearing the bushes much quicker than others. Normally, when a suspension bush needs to be replaced, the suspension arm is removed from the vehicle and the old bush pressed out and a new bush pressed in. On the Discovery 4 it’s normally the bushes in the front lower arms that need to be replaced - bushes in the upper arms do not wear as quickly. Replacing the bushes is difficult, requiring a substantial hydraulic press, and can work out more costly than replacing the complete arms in both parts and labour time, especially using Genuine Land Rover replacement bushes costing around £70 each. Aftermarket bushes (including polyurethane types) are much cheaper. However, in most cases the suspension arm still needs to be removed from the vehicle and, usually, one or both of the securing bolts through the bushes will have become seized inside the bush, meaning either the bolt, the bush or even the arm itself, will need to be cut. So it’s normal practice to replace the complete lower suspension arms, which come with new bushes and a new lower ball joint all pre-fitted. When the arms are replaced, it’s advised to also replace the securing bolts. These are special eccentric bolts which are set into position with cam washers. These need to 102 landrovermonthly.co.uk BRITPART
RITPART ----- The quality parts for Land Rovers f. 1 DAVE BARKER LRM CONTRIBUTOR NEED TO KNOW TIME: Around 2 hours (with experience). DIFFICULTY: TOOLS: General workshop tools including 10,15,20,21,22,24,32mm spanners, track rod end ball joint splitterjack and axle stands or vehicle lift. MODEL: Discovery 4 (shown here), similar job on Discovery 3 and Range Rover Sport 1. PARTS AND COSTS: Lower front suspension control arm RH, part number LR073367; lower front suspension control arm LH, part number LR073369, prices from £91 to £274 (genuine). Bolts for lower control arm bush (four required), part number RDI000034, £7 to £10 each. WORK SAFELY: • Before raising the vehicle, first ensure that the stands or lift are correctly rated for the weight of the vehicle, and are in serviceable condition. • Ensure the vehicle is securely supported on the stands or lift, especially if it’s a wheels-free post lift, before starting work. • Wear protective gloves or barrier cream to protect the hands and skin from fluids, oils and sharp edges of components. • Wear appropriate masks and eye protection when clearing dirt and dust. • When using an angle grinder/cutter, wear thick gloves and face protection and be aware of the torque-twist tendency of the machine, and also the risk of kick back. • Check correct torque settings for individual vehicle types. THANKS TO: Maddison 4x4, Water House Farm, Station Road, Topcliffe near Thirsk, YO7 3SG. Tel: 01845 587407, maddison4x4.com. be refitted in exactly the same orientation as the originals to ensure the suspension is restored to its previous alignment setting (assuming it was correct). After fitting new arms, the suspension arm bush bolts should only be tightened fully when the vehicle is sat with its wheels on firm ground. It’s also advisable, after replacing the suspension arms, to have the steering and suspension alignment checked with four-wheel alignment equipment to ensure accurate handling and steering, and normal tyre wear. In this feature we show the right-hand side lower arm being replaced (right-hand as viewed from driver’s seat). Removing the suspension lower arms Starting the work With the Discovery safely supported, the engine undertray is removed to access the lower suspension arms and the two securing bolts (arrowed) on each side. Use a punch The position of the lower arm bush bolt cam washers are clearly marked to the chassis using a punch, to ensure alignment is correct when rebuilt. Check order for refit О With the nut undone, a note is made of the correct sequence of fittings for reassembly later: nut, plain washer, then the off-set eccentric cam washer seen here. Loosen the bolts Once the alignment of all the bolts’ lock cam washers have been clearly and carefully marked onto the chassis, the securing nuts are then loosened. Pry loose if needed The eccentric cam washers are often seized onto the bolt and need to be pried loose, always noting which washer goes with which mounting bracket. www.britpart.com landrovermonthly.co.uk 103
REPLACE 04 SUSPENSION LOWER ARMS Driveshaft The front driveshaft hub retaining nut is removed and discarded, as a new nut should be fitted when rebuilding. We’ll later separate the driveshaft from the hub. Free the splines DWith the nut removed, the driveshaft is carefully knocked back through the hub assembly using a soft punch, thus freeing it from the hub splines. Loosen the rod The steering control arm to track rod end locknut is loosened; this allows a little extra movement to assist when the track rod is split from the steering knuckle. Undo and remove The securing nut holding the steering lower control arm track rod end (TRE) to the wheel steering knuckle is now undone and removed from the TRE. separator tool can be used. 12 Damper bolt The long bolt holding the air spring/ damper to the lower control arm is undone and then knocked out, releasing the lower arm from the bottom of the damper. 10 Suspension arm ball joint The 24mm securing nut holding the suspension lower control arm ball joint in position in the wheel steering knuckle is undone and then removed. 13 Knock through With the wheel steering knuckle released from the lower control arm, the front driveshaft can now be knocked out of the wheel hub assembly. Splitting the joints This hydraulic ball joint separator splits the TRE and the ball joint from the steering knuckle. Any suitable ball joint Try to remove the bolts BWith all fittings freed, we try to pry or knock out the long mounting bolts running through the bushes that locate the lower control arms to the chassis. 104 LAND ROVERMONTHLY.CO.UK BRITPART
RITPART ----- The quality parts for Land Rovers IN ASSOCIATION WITH Cut to remove Normally, as in this case, all four bolts are seized into the bushes and will not knock out. One option is to first cut through the lower control arm at both ends. Remove the cut arm With both inner ends of the lower arm now cut through, the complete lower arm assembly can be manoeuvred clear and removed from the Discovery. Installing the new arms Cut the bolts Using a thin cutting disc on the grinder, the bolts running through the bushes are carefully cut through between the chassis flange and the remains of the arm. 17 Pry out the bush Once the bolts have been cut through, the old worn bushes can be pried out from the lower control arm mounting brackets on the chassis. New lower arm 18 This aftermarket suspension lower arm is supplied with a new wheel knuckle ball joint (left) and the two chassis location bushes (top and right) all pre-fitted. 19 Cam bolts Fit new arm These new cam bolts can be rotated using the hexagon end to set the road wheel geometry by moving the lower arm in relation to the chassis. 20 The new lower control arm is now lifted into position, first engaging the ball joint into the steering knuckle, fitting the nut and torquing to spec (115Nm).. 21 Align the bushes With ball joint secured in place, the new lower arm assembly is swung up to the chassis position so the bushes are aligned in their mounting brackets. 22 www.britpart.com landrovermonthly.co.uk 105
REPLACE 04 SUSPENSION LOWER ARMS Grease up 23 ___4 Before the control arms’ new eccentric bolts are fitted through the bushes and brackets, anti-seize grease is applied to the shank to aid removal for future repair. Bolting up The new bolts are fitted through the brackets and arm bushes, then the eccentric washers, plain washers and the nuts are fitted, with the nuts just nipped up. 24 Fitted correctly? At this stage, the bolts and the off-set cam washers are checked to ensure the punch marks correctly align to the punch marks on the chassis mountings. 25 Refit driveshaft The driveshaft is manoeuvred back through the hub, carefully aligning the splines with the wheel knuckle, and fully seated through the assembly. 26 Damper and TRE The air spring/damper is bolted back into the new suspension arm and the TRE refitted to the knuckle. Torque the fixings to 300Nm and 76Nm respectively. New stake nut 27 With the driveshaft already in the wheel hub, a new stake nut is fitted and tightened to 275Nm then, the nut is staked to prevent loosening. 28 Tightened and checked The Discovery is lowered onto its wheels and the arm-to-chassis bolts tightened to 275Nm, ensuring the alignment punch marks on the cam washers to the chassis remain correct. Laser tracked Double-check 29 As the steering control arm TRE had been loosened earlier, the steering is adjusted and realigned using laser tracking equipment, and the steering rod lock nut re-tightened. 30 Finally, with installation of the new lower arms complete, all the fixings are re-checked for tightness and the alignment of the cam bolt washers to the chassis reconfirmed. 31 106 LAND ROVERMONTHLY.CO.UK BRITPART
JohnRichards Surplus Family run business spanning 3 generations Ex-Military parts & general surplus including vehicle related gifts Land Rover, Discovery, Range Rover parts Original, Ex MOD & Pattern parts for all models Tyres & Batteries ' SALE BY ONLINE AUCTION 0 65 Days a Year / 24 Hours a Day f”' 1 New Items Added Daily Visit: www.mod-sales.com Retail outlet THE SMITHY.WOOD LANE HINSTOCK, SHROPS.TF9 2TA Email for enquiries info@johnrichardssurplus.co.uk Tel No./Fax: 01952 550391 http://stores.ebay.co.uk/johnrichardssurplus www.johnrichardssurplus.co.uk payments accepted through Paypal, BACS Cheque/Postal Order, Card. * D f Hl P PSAUTOPARTS SPECIALIST LAND ROVER AND 4X4 stockists • Parts and accessories for a range of models from Series II to Land Rover Sport Free Standard Shipping on UK Mainland Webshop www.psautoparts.co.uk 01622 891777 5 WHEELER STREET, HEADCORN, KENT TN27 9SH For more information please contact: 01 291 626141 Email: sales@toylander.com | WWW.tOylander.OOm Stay connected: Join our community LAND > я&т LAND ROVER LIFE LAND ROVER MONTHLY Sign up to free emails and enjoy: V Reviews of new Land Rovers as they are released ✓ Exclusive news, features and special offers v Event updates and savings plus much more! Sign up here for FREE - bit.ly/lrmsignup23 BID NOW Land Rover 90 SOft & Hard Top • Land Rover 90 Wolf Soft Top • Land Rover 110 Soft & Hard Top • Land Rover 110 Tithonus Hard & Soft Top • Land Rover Parts & Spares • Hitches • Trailers • Militaria WITHAM SPECIALIST VEHICLES LTD Email :sales@ mod-sales.com Tel: 01476861361 Fax: 01476861441 Vehicle Wiring Products "We supply a comprehensive range of wiring products for repair, modification or complete rewire to your Land Rover" Tel: 0115 9305454 email: sales@vehicleproducts.co.uk Vehicle Wiring Products 9 Buxton Court, Manners Ind Est, Ilkeston, Derbyshire DE7 8EF
TORQUE BACK EXPERT ADVICE AND READERS' TIPS USING THE DISCOVERY SPORT’S AUTO'BOX I have an 18-reg Discovery Sport automatic (and a 90 Tdi). With the Discovery Sport, when I’m stopped at traffic lights etc, should I leave it in gear with the foot brake on, in neutral, or in park mode? Which of these modes would be detrimental if I were shunted from the rear, and technically detrimental to the transmission? Paul Irving, Tarporley ED EVANS REPLIES: When waiting at traffic lights many drivers leave the gear selector in Drive and hold the car on the footbrake on the assumption that they will soon be moving off again. It’s the same in a stop/start queue of traffic which is edging forward every few seconds. This is convenient and doesn’t harm the vehicle. However, if you are shunted from behind hard enough to cause your car to TDCi DEFENDER NEEDS REGULAR RE-GEN My husband and I both have Defenders. Mine is a 2012 TDCi and I am frequently having to take it to the dealer to get the exhaust filter cleared. Is it a common problem with the newer Defenders? I must admit I don’t do long journeys, only once a year which normally results in having to limp all the way home doing about 45mph. By the way, I have just been driven in my friend’s Grenadier - it’s a beautiful motor, but my heart still belongs to Land Rover. Jenny Ashpole MARTIN DOMONEY ADVISES: What you’re describing is fairly common on vehicles that don’t do long journeys, as the filter doesn’t get hot enough to burn the particulates off. There are two types of DPF regeneration - passive and active, and both require the DPF filter in the exhaust to reach a certain temperature (around 600°C) and maintain that temperature for a set length of time in order for the accumulated particulates (or soot) to be roll, the shock and movement will be transmitted from the wheels, through the driveline to the gearbox, potentially causing damage. Of course, you’d be holding the vehicle on the footbrake so, in theory, your wheels shouldn’t rotate, but shock will still be transmitted. A particular risk when holding the vehicle stationary on the footbrake with the gearbox still in Drive, is that a car running into you from behind could cause your foot to come off the brake pedal as you recoil from the impact, then your vehicle will drive forward, perhaps into the next vehicle, or worse. This could be particularly dangerous if waiting in the centre of a main road to turn right, especially if the steering wheel is turned to the right in readiness - if your foot came off the brake in a rear impact the vehicle could drive across the carriageway. For this reason, I always keep the steering straight ahead until the road is clear to make the turn. The safest practice (and recommended by Land Rover) is to put the gear selector into neutral and apply the park brake. There will be less chance of a rear impact damaging the auto ’box, and the vehicle will burned off either naturally (passive regen) or with help from increased fuelling and engine timing adjustments by the powertrain control module (active regen). If the DPF never reaches this temperature threshold - which is common on vehicles that are only used for short journeys and aren’t driven on faster roads regularly - then the DPF never gets a chance to burn the soot off, and so the PCM trips into a safe mode before the filter becomes completely full to prevent damage. This is more than likely what you are experiencing when you take the Defender for a longer drive - the filter is ALISDAIR CUSICK • ~ J Patina expert. I 1 Drives Series I, Range Rover Classic ANDREW VARRALL CONTRIBUTOR Pro Land Rover repair specialist. Drives Series HA remain braked. There is the slight inconvenience of having to reselect Drive and release the park brake when the lights change, but most electronic park brakes release automatically when driving off. Unexpected medical issues do happen, if rarely, and any driver can be rendered momentarily confused or injured by an impact, or simply distracted, but if the gearbox is in neutral and the park brake on, then everything is safe regardless of the condition of the driver. already too full for a passive or active regeneration, and must be forced manually using diagnostic software, which is more than likely what your dealer will be doing. It’s also worth noting that diesel particulate filter issues can be caused by a problem elsewhere in the emissions system, so it’s worth having a full health check done to rule out temperature and pressure sensor problems, exhaust gas recirculation hiccups, boost leaks and other potential issues. But, by the sounds of things, your Land Rover needs to stretch its legs more regularly, then the dealer visits will be cut down dramatically. 108 LAND ROVER M0NTHLY.C0.UK BRITPART
NEED A WATERPROOF WINCH? GET A TDS GOODWINCH! Call Goodwinch. With over 31 years experience Goodwinch is the company you can trust. DYNEEMA BOWROPE TDS GOLDFISH WINCHES TDS-9.Sc winch c/w pulley block and Remote Handset. Perfect winch for off road use, fast and powerful. 9,5OOIbs 173:1 ratio £509 ♦ VAT Upgrade to 10mm x 30.5m (100') Rated Soft Shackles Blue Soft Shackles rated at 11.5T £ IS ♦ VAT Grey Soft Shackle rated at 17.ST f 22 ♦ VAT Dyneema® Bowrope - available from stock In S, 6,8,10, 11,12 & 14mm. Ready made ropes are complete with safety hook and thimble. 10mm x 30.5m (100') £194 *VAT 11mm x 30.5m (100*) £204* VAT Aluminium Hawse Fairleads £ 30 ♦ VAT Also available Grey Fortuna Rope 11mm x 27.5m (90') Ready Rigged £156* VAT Dyneema Bowrope & Aluminium Hawse Also available as a Commercial TDS-12.0c c/w pulley block and Remote Handset. 12,000ibs for £539* VAT Upgrade to 11mm x 27.5m (90*) Dyneema Bowrope & Hawse £ 179 ♦ VAT TDS-9.51 Bridge Model winch c/w pulley block and Remote Handset. 9,5001b winch £519 ♦ VAT Upgrade to 10mm x 30.5m (100*) Dyneema Bowrope & Aluminium Hawse 1179 ♦ VAT Yellow Soft Shackle rated at 25T £27 ♦ VAT WINCH & BUMPER DEALS Defender TDS-9.Sc or 9.5i bridge model c/w extension wiring kit including cut out switch and battery link, TDS Wireless Remote, Pair of Swivel Recovery Eye and Tested Shackles and standard Defender non air con Bumper All for £735 ♦ VAT (air con plus £ 10 ♦ VAT) normally £828 ♦ VAT Or with Dyneema Bowrope and Aluminium Hawse £ 919 ♦ VAT Or with Fortuna Rope and Hawse for £889 ♦ VAT Discovery 1 or 2 As above, but with standard Disco 1 or 2 bumper All for £768 ♦ VAT Normally (£867). Or with Dyneema Bowrope and Hawse £947 ♦ VAT Or with Fortuna Rope and Hawse £927 ♦ VAT Carriage on any of the above in the UK is £49 ♦ VAT BOWMOTORS Bowmotor replacement winch motors. Large brushes in brass holders, copper welded commutators, superb quality. In three sizes: Bowmotor '1' Bowmotor '2* Bowmotor 'T Plus 175mm long S.6hp @ 4000 rpm 196mm Ic 6.8hp £ 5000 rpm 220mm long B.Ohp (© 6000 rpm GOODWINCH.com Used extensively In the winch challenge field. Bow '1' 12 or 24v Bow '2* 12 or 24v Bow'Г Hus 12 or 24v £192 ♦ VAT £224 ♦ VAT £2SS ♦ VAT Э01/0617 Goodwinch Limited 1 Oakleaf Way, Tree Beech Rural Enterprise Park, Gunn, Barnstaple, Devon. England. EX32 7NZ Tel: +44 (0)1363 82666 sales@goodwinch.com WWW.GOODWINCH.COM
MARKETPLACE WHEEL AND TYRES Four Land Rover wheels with Michelin tyres - size 255/60 R20. Came off a new Land Rover. Have only done 70 miles. £500, Clevedon, North Somerset, 07530 777792. SANKEY TRAILER MOD heavy duty bridging trailer, professionally made into a 12 foot trailer. NATO, swivelling tow hitch. Hydraulic brakes. Brake lining, etc, like new. Wheel bearings have just been repacked with grease. Easily applied side lever handbrake. Excellent tyres and spare wheel. Rubber bellows suspension. Tows very well, balance just right. Converted into a flat trailer using heavy-duty steel crossmembers, etc. Wooden floor. Always kept garaged, very little use. £2000, Oswestry, Powys, 07809 072306. RANGE ROVER P38 2001,135,000 miles. Beautiful condition. Six-cylinder BMW diesel in absolutely excellent condition. SEND US YOUF 1FREE LISTING 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/privacy. 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 SM A. You can opt out at any time by logging into the website and checking or unchecking 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. Everything works as it should - air suspension, remote locking, electric windows and seats, etc. Very clean and tidy interior. Original radio and CD stacker. Headlining very good. Excellent chassis in remarkable condition. Factory towbar with complete factory tool kit Excellent tyres. Service history and has also been recently serviced. Long MoT, no advisories. £5000, Oswestry, Powys, 07809 072306. SERIES III 1976,63,400 miles. First registered in 1991 (prev. MOD vehicle, Nl). Rebuilt including galvanised bulkhead, brackets and wing stays, front bumper, fuel tank, both propshafts, rear driveshafts, rear diff refurbished, all wheel bearings, all brake components including slave and master cylinders and brake lines, clutch master cylinder and flexible hose, rear suspension springs and all shock absorbers. Starter motor replaced with high velocity one, new alternator, wiring loom, whole ignition system, all fuel lines, hoses, all external lights, all three doors and door tops, new door hinges, sills, rear floor, new galvanised front inner splash panels (not fitted), two front seats and one bench seat at the back, new instrument cluster (new old stock) with no cracks, new windscreen glass, exhaust, new tyres all-round, new Weber carburettor. Front middle seat replaced with a cubby box (all seat rails included in sale, plus other bits and bobs. The radio not wired. Driveable, MoT and tax exempt. Front door window channels and wiper blades need replacing and headlining sagging. Noisy reverse gear, doesn’t affect driving. Paintwork not perfect. £8200, Malton, North Yorkshire, 07411371665. DEFENDER 90 2001,132,000 miles. Three-door with rear windows. Galvanised chassis, three recent doors. MoT to September 2024. £9000, Newcastle, Staffordshire, 01782 75161L Email: martin@lrm.co.uk Include vehicle photo, your name, address, contact phone or email. You can include up to 40 words in your description. Website: landrovermonthly.co.uk Use our easy self-listing form on the site and we will also include your listing here for FREE. DEFENDER 110 1986,103,000 original miles, but has been fitted with Discovery engine. Station wagon. Loads of work done, including: Ashcroft recon gearbox, new brakes and hubs, LED lights and much more. Nice original features. Still a fun project for the interior. 12 months MoT. £10,000, Mannacan, Helston, Cornwall, 07772 703963. DEFENDER 90 1998,253,000 miles. Three-door County Station Wagon. Epsom Green with white roof/chequerboard trim. Replacement, rebuilt engine. New head and head gasket, 2023. New rear door, windscreen and sliding seals on side windows. Cloth Techno print seats in good condition. New power steering pump and auxiliary belt, 2023. New clutch slave cylinder, 2023. New alternator and starter motor, 2022. Immobiliser. Towbar. Pedal lock. Workshop manuals. £11,500, Henlow, Bedfordshire, 07548 039426. DEFENDER 90 300Tdi 1996,148,000.300Tdi. Galvanised chassis. Replacements include complete steering and suspension components (inc swivel joints), braking system (calipers, discs, pads and hoses), radiator, intercooler, timing belt, turbo, aux belt and power steering pump, window rubbers and LED lights. Doors and sills are solid, seat belt mountings are solid (all the usual weak areas replaced). Clean, almost new half- leather interior. £12,500, Sandhurst, Bracknell Forest, pjcapaldi@icloud.com. 110 landrovermonthly.co.uk ADRIANFLUX
ADRIAN FLUX Insurance for the individual INSURANCE FOR THE INDIVIDUAL Call 0800 587 5479 or visit adrianflux.co.uk Authorised & regulated by the Financial Conduct Authority 2024 DATES FOR YOUR DIARYx^ DEFENDER 110 156,000 miles. Puma TDCi double cab pick up. Keswick Green, adjustable tow hitch/electric. MoT to Feb 2024. Paintwork good, chequerplate on wing tops. Ladder rack. £14,000, Saffron Walden, Essex, 07801643632. LAND ROVERS MONTHLY PHOTOS: KATE GOULDING, NEIL WATTERSON • 4X4 « SPARES DAY 4 Feb SERIES III 1981,68,000 miles. 2.25 petrol, engine sounds sweet as a nut, good condition, service history, Roamerdrive and parabolic springs fitted in 2020. £14,000, Exeter, Devon, 01395 232181. 3Mar 7 Apr Malvern, Three Counties Showground Ripon Racecourse Newbury Showground Bookings now open 22 Sep Rutland Showground book early 6 Oct Newbury Showground |q save! 13 Oct Ripon Racecourse 27 Oct Malvern, Three Counties Showground LBJITs BIG weekender is back! DEFENDER 90 2005,103,000 miles. County hard top. Five plus owners. Bonatti Grey, Boost alloys, electric windows, central locking/alarm, rear wash/wipe, central cubby box, tow bar/electrics, Alpine lights, chassis oil-treated inside and out. Two sets of keys. Tow bar/electrics. Everything works. Plenty of life in all four tyres. Extremely straight and tidy, very well looked after, had an easy life, all feels tight to drive, a reliable Defender in arguably the best colour. Not many Bonatti Grey Td5 90s around. MoT to October 2024, part service history. No VAT. £15,250, Klrkby Lonsdale, Cumbria, 07831 446883. DEFENDER 110 Td5 2004,88,301 miles. 2.5 Td5 double cab, dark green. Ifor Williams back. Small steering wheel. To book tickets for all events or for more details visit bit.ly/1 rmevents! ALL EVENTS ARE KINDLY SUPPORTED BY INSURANCE FOR THE INDIVIDUAL landrovermonthly.co.uk 111
ADRIAN FLUX Insurance for the individual INSURANCE FOR THE INDIVIDUAL Call 0800 587 5479 or visit adrianflux.co.uk Authorised & regulated by the Financial Conduct Authority Aluminium gearknobs. 16 inch black alloys, large tyres and spacers. Snorkel, top lights, sump guard and factory-fitted Defender bull bar. Colour-coded grille and headlight surrounds. Tow bar and side steps. Last year, four brand new doors fitted and sprayed together with a new front bumper. Drives and looks great. Full service history and 11 months MoT. Owned for the last 15 years, never used off-road, only as third vehicle. Many extras. £17,950, Solihull, 07578 328986. DEFENDER 130 Td5 2004,92,000 miles. Td5, only third owner. Runs and drives really well. Tidy interior. Six seats with the ability to fit four more in rear load area, covered with new, black Exmoor Trim Stayfast hood with side windows plus Ifor Williams hard top and full length Hannibal aluminium roof rack. Five good BF Goodrich tyres plus five original Land Rover alloy hubs and road tyres. Ramsey 8000 industrial strength winch fitted. DAB radio with Bluetooth handsfree phone connection. Large, full service history file. £20,000, Leamington Spa, Warwickshire, 07925 788010. SERIES HA 1966,1456 miles. 88 inch. Fully rebuilt with galvanised parts, 200Tdi engine. Engine mileage not known, but it runs great and starts first time every time. Galvanised chassis, galvanised bulkhead, door tops and front panel. The paint left as it has a lovely patina. What’s new is new and there to be seen and what’s original has been left. A fantastic vehicle that is going to last a long time. £20,000, Durham, 07807 656468. SERIES III 1972. Fully restored station wagon. New 2.25 petrol engine, new galvanised chassis and bulkhead, new crate 2.25 petrol engine. Gearbox rebuilt, differential all rebuilt, propshafts, joints, swivel joints all new, wheels and tyres, interior all in excellent condition. Paint respray done to an excellent standard. This needs to be seen to be appreciated. Small areas of oxidisation on both rear doors only. Folders of photos, receipts and timeline of restoration. Being sold for a client Part exchange may be possible. £26,500, Inverness, Scotland, 07860 387237. DEFENDER 90 TWISTED 2015,135,000 miles. Genuine Twisted 90 Commercial. No.633, full build sheets. Incredible performance. One owner from new, full service history, electric windows, Full ICE inc sat nav, etc. Air conditioning, central locking, six seats, 20 inch wheels. Great condition. New car so grab a bargain. £27,500, Bromyard, Herefordshire, 07887 641983. SERIES III 1972,88 inch. First delivered to Crown Estate Office, Windsor, 1972. In current ownership since 2018. Replacement galvanised chassis and bulkhead. Engine overhauled including unleaded conversion. Brakes renewed as required. Total rewire including new alternator and starter motor. Ignition system upgraded from points to electronic. Five new tyres on new tubeless rims. Original headlining replaced with trims from the Lasalle trim company. Full Exmoor Trim interior including door panels and carpets. Some sound deadening also fitted. Stainless-steel exhaust. Exempt from road tax and MoT, and ULEZ-compliant. Grey custom Land Rover cover included, along with delivery within UK. £29,500, Welshpool, Powys, 07975 995566. DEFENDER 110 CAMPER 86,394 miles. Td5 CSW, Pop-Top Camper with snorkel and 270-degree awning. Great condition. £29,995, andrew.hs@neneoverland.co.uk, 07850156655. DEFENDER 90 2015,95,000 miles. Black. Front heated leather seats, two fold-down leather seats in rear. Custom steering wheel, sub-woofer, sat nav, reverse camera, Alcantara headliner, fully soundproofed, Diprol underseal, snorkel, roof bar, ladder and roof light. Sawtooth alloy wheels. Full year's MoT. £30,000, Bothwell, South Lanarkshire, 07885 214899. DEFENDER 90 OVERFINCH 2002,62,731 miles. Overfinch 5.7-litre Chevrolet V8, County Station Wagon. Very rare and much-loved. Upgraded suspension, repainted in Mercedes blue and vintage cream roof with matching wheels. Recently had £10k+ of restoration work at Nene Overland, including new fuel system, new water pump and cooling pipes, new brakes and pads, new springs, resprayed roof and full service. Extensive historic service history. Now running better than ever. Very low mileage averaging under 3000 miles per year. £45,000, Stroud, Gloucestershire, 07872 005525. DEFENDER 110 OVERLANDER 65,000 miles. Pop-Top Overlander with 270-degree _ awning. Perfect for your next adventure. £51,995, andrew.hs@neneoverland.co.uk, 07850156655. VU ADRIAN FLUX Insurance for the individual 112 landrovermonthly.co.uk
EVENTS FIND THE LATEST EVENTS AT L A N D R О V E R M О N T H LY . С О . U К / E V E N T S/ Sat 9 - Sun 10 Dec Sun 17 Dec COMPILED BY DAVE BARKER AWDC 4X4 TRIAL Biggin Ashbourne, Derbyshire awdc.co.uk RTV&CCV TRIAL Charlton Mackrell, Somerset www.somersetandwiltshirelrc.co.uk DARTMOOR AND SOUTH DEVON 4X4 TRIP Exeter, Devon 4x4adventuretours.co.uk NERO CCV&RTV TRIAL West Woodburn, Northumberland nero.org.uk RTV&CCV TRIAL Cowbeech, East Sussex sroc.co.uk LAND ROVER - NIGHT TRIAL Moreton-in-Marsh, Gloucestershire ccroc.club 4X4 PAY & PLAY DAY South Elmsail, West Yorkshire frickley4x4.co.uk SOLSTICE GREENLANES Basingstoke, Hampshire sadlrc.com RTV TRIAL TBC dorsetrover.co.uk 4X4 CCV TRIAL Cove, Scottish Borders, Scotland bordc.co.uk CHRISTMAS LAND ROVER ROAD RUN Godshill, Fordingbridge, Hampshire Email: LRroadrun@gmail.com Fri 22 Dec Sat 9 Dec 3 PEAKS 4X4 TOUR blacklandy4x4tours.com SELF-ASSESSMENT EVENT Wolk Hill, Belfast nilandroverclub.com Sun 10 Dec CCV& TYRO TRIAL Brierfield, Burnley, Lancashire landroverclub.co.uk 4X4 PAY & PLAY DAY Canewdon, Essex 4x4er.co.uk 4X4 TOUR WESTMORLAND Kirby Lonsdale, Cumbria blacklandy4x4tours.com LAND ROVER CHRISTMAS RIDE TBC, Netherlands lrch.nl PAY & PLAY DAY Aldermaston, Berkshire 4x4-withoutaclub.co.uk 4X4 OWNERS DAY Slindon, West Sussex 4x4driving.co.uk RTV&CCV TRIAL TBC penninelandrover.co.uk LAND ROVER TRIAL Whitwell, St Ippolyts, Hertfordshire bhclrc.org.uk TIMED TRIAL & TYRO TRIAL Aberbeeg, Wales wwlrc.co.uk Fri 15 Dec LAKES4X4 TOUR blacklandy4x4tours.com Sat 16 Dec 4X4 TOUR DALES blacklandy4x4tours.com Sun 24 Dec XMAS EVE LAND ROVER TOUR Stokesley, North Yorkshire uklandroverevents.com Tues 26 - Wed 27 Dec XMAS BLAST LAKE DISTRICT 4X4 GUIDED TOUR ardventures.co.uk Tues 26 Dec TYNEDALE BOXING DAY LAND ROVERTOUR Hexham, Northumberland uklandroverevents.com ALBERT MEMORIAL EVENT Aldermaston, Berkshire 4x4-withoutaclub.co.uk NORTH YORKS MOORS offthebeatentrack4x4.co.uk BOXING DAY BASH TBC, Scotland slroc.co.uk Wed 27 Dec WILTSHIRE XMAS SPECIAL TRIP Swindon, Wiltshire 4x4adventuretours.co.uk XMAS PUD SHAKEDOWN Sudbury, Suffolk elrc.info 4X4 OWNERS DAY Slindon Safari Centre, Slindon 4x4driving.co.uk Sat 30 - Sun 31 Dec CCV, RTV, TYRO & TIMED TRIAL Whaddon, Milton Keynes, Bucks arocoffroad.co.uk XMAS BLAST LAKE DISTRICT 4X4 GUIDED TOUR ardventures.co.uk Feb issue on sale Wed 3 Jan Or download the digital issue and get instant access to over seven years of issues. Visit: bit.ly/lrmdigi22 2024 DATES FOR YOUR DIARY LAND ROVERs? MONTHLY V&NO ROKfy;, • 4X4 •; r- ^D VINTA^xdl SPARES D AY J ______I_____z 4 Feb 3Mar 7 Apr 21 Apr 22 Sept 6 Oct 13 Oct 27 Oct Malvern, Three Counties Showground Ripon Racecourse Newbury Showground Rutland Showground Rutland Showground Newbury Showground Ripon Racecourse Malvern, Three Counties Showground Bookings now open- 1 book early j to save! To boo к visitor or trade tickets scan the QR code, visit bitIy/lrmevents1 or call 07586 023248 (trade) or 01778 395155 (visitors) ALL EVENTS ARE KINDLY SUPPORTED BY Sat 30 Dec 12TH ANNUAL YORKSHIRE CHRISTMAS PUDDING RUN Masham, North Yorkshire series2club.co.uk TYRO, RTV&CCV TRIAL Dersingham, Norfolk brecklandlrc.com WHO DARES WINS TRIAL Aberbeeg, Wales wwlrc.co.uk Mon 1 Jan 2024 CHRISTMAS PLAY DAY Mannington, Dorset shirelrc.com HOMEBUILT HERO: How one man built his perfect Defender in a single garage GET OUT AND EXPLORE: Donegal’s stunning Wild^ Atlantic Way and Causeway Coastal Route PHOTO: ALISDAIR CUSICK landrovermonthly.co.uk 113
WORK IN PROGRESS 1981 SERIES III 109 MATT HAMILTON, FINANCIAL TECHNOLOGY EXECUTIVE, NASHVILLE, USA How long have you owned It? It was imported from Australia in July 2015. What made you want to buy this particular Land Rover? This truck was a surprise gift from my brother who is a rural and remote emergency medical doctor in Australia. He sends me things all the time, but when I enquired a few weeks after he told me something was on the way, he said that I’d have to go to the port of Savannah to get it. Yeah, he’s a good brother! What’s the story so far? I immediately fell in love with its utilitarian simplicity, but the more I investigated the condition, the more things I saw that I just didn’t like. Specifically, the wiring. I started the process of learning the basics of electrical systems and wiring diagrams and everything I could find on automotive electrical systems. I knew very little about the basics. Meanwhile, I was also evaluating the engine and drivetrain to see just how roadworthy the truck was in its current state. I could tell immediately that at a minimum all the rubber hoses needed to be replaced and the Zenith Stromberg carb needed adjusting. After more research I began to see that the truck was complete and had not been compromised with sub-standard parts, but it had lived a journeyman’s life and was well used. The evaluation became disassembly, and due to my OCD nature, this quickly became a restoration project to make this a reliable weekend vehicle. The goal was to restore it as a civilian model and to restore, versus replace, as much as possible. Other than the shocks and leaf springs, wiring harness, and other parts I consider consumables (brake/clutch masters, brake shoes, tyres, etc) almost everything was useable. The engine crank, cam, pistons and cylinder walls all were right on-spec. What a relief, since parts for the 2.6-litre six-pot are getting harder to come by. What has the biggest challenge been? I think the biggest challenge was learning how to weld repair sections to 45-year- old thin Birmabright aluminium. This took lots of experimenting with various types and thicknesses of modern aluminium and various types of welders and welding techniques. Prior to this project, I had only occasionally used a stick welder, so MIG and TIG were all new to me. Large sections of the tub panels were badly damaged and apparently the ‘military fix’ was to cut the sections out and rivet replacement sections over the holes. There were simply no replacement sections available for purchase for a 109 tub so I knew I had to become very proficient in my welding technique. But the reward of properly stitch-welding a replacement section and making it look like new is huge. Any other areas that needed a lot of attention? As previously mentioned, the wiring was a real problem. Lots of ‘bush repairs’, and even though I could tell that the repairs made to the wiring loom followed the military revised supplemental repair guidance, the technique used was a ‘this will get us by’ kind of mindset. As I began to get more comfortable with how the system was designed (many hours learning how to read and understand automotive wiring diagrams) I quickly made the call to simply replace the entire wiring harness. Autosparks UK had exactly what I needed and were so helpful with my questions. Word of advice; when restoring a project to this degree, keep all the old parts and wiring harnesses. You will need them to compare to any new parts you purchase. If I had not saved the old wiring harness, I would have had many more hours determining proper connection types and fittings. How long has It taken? The restoration has taken almost eight years and 1800 hours. That said, I really could only work on this project on weekends, and I was learning how to do everything as I was going. What are your plans with It? At this point, I think Matilda, as I’ve named her, is complete. I have a 1993 200Tdi Defender 110 and a 1995 300Tdi Defender 130 that need my attention now. Who has helped with the project? I did this project on my own. I relied on my own ever expanding knowledge base, vendors like John Craddocks, Rovers North, Autosparks, AULRO Forum (Australian Land Rovers Owners), magazine articles from Land Rover Monthly, Classic Land Rover and YouTube. Any advice for anyone doing something similar? Pay to have the body panels media blasted as this will save enormous amounts of time that can be spent on other pieces of the restoration. Do your research on the model you are restoring and determine if there are any issues getting parts, and specifically OEM parts. When it comes to mission-critical systems - so engine, cooling, transmission, etc - buy OEM where possible. How can readers follow what you’re doing next? I’m on Instagram at @DMattHamilton if anyone has other questions. 114 landrovermonthly.co.uk
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Defender Carpet Kits Once installed, these easy to fit, hard wearing carpet kits will transform your Defender’s interior. The black 5mm woven pile carpet is manufactured with a hardback which ensures it holds its shape for years to come. All holes are pre-cut for a precision fit. No glue is required and with only strips of double- sided tape (supplied where applicable), fitment is quick and easy with no mess. The carpet also has the added advantage of improving soundproofing within the cabin. When applicable, floor mats have a reinforced edged for a smart, hard wearing finish. DA4910 Defender - up to & including 200Tdi LT77 gearbox - Excludes V8 Right hand drive Front Kit - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels DA4911 Defender - 300Tdi & Td5 R380 gearbox - Excludes V8 Right hand drive Front Kit - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels DA4912 NEW Defender - Puma 2.4 - Right hand drive Front Kit - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels DA4921 NEW Defender - Puma 2.2 - Right hand drive Front Kit - Bulkhead panel, gear box tunnel, floor mats, under dashboard panels, kick plate panels & seat box panels DA4916 Defender 110 & 130 - Commercial not Station Wagon - cut-away arches For vehicles with door retainers 2nd Row Kit - Floor carpet & forward- facing rear pieces DA4913 DA4916 DA4917 BRITPART www.britpart.com BRITPART The quality parts for Land Rovers Find your nearest stockist - www.britpart.com/stockist s I E 2 DA4920 NEW Defender 110 & 130 - Station Wagon For vehicles without door retainers 2nd Row Kit - Floor carpet & forward- facing rear pieces DA4913 NEW Defender 90 - without rear seats - square arches Rear Kit - Wheel arches, floor & filler cap cover DA4914 NEW Defender 90 - Station Wagon with inward- facing seats - square arches Rear Kit - Wheel arches & floor DA4915 NEW Defender 90 - Station Wagon with forward- facing seats - cut-away arches Rear Kit - Wheel arches & floor DA4917 Defender 110 - without rear seats - cut-away arches Rear Kit - Wheel arches & floor DA4918 COMING SOON Defender 110 - Station Wagon with In- ward-facing seats - square arches Rear Kit - Wheel arches & floor DA4919 NEW Defender 110 - Station Wagon with for- ward-facing seats - cut-away arches Rear Kit - Wheel arches & floor | DA4911 | Watch how Made in the Holes ore pfe-cut for о precfsion fit easy th kits are to fit.. www.britpart.com/fitting ..