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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
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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
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ENGINEERING I
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See website
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Surrounds
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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
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Finished anodised in black,
silver or grey
Door Lever
Pulls (pair)
only
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Fully assembled on original
Lucas switch gear, really
easy to fit, suits all TD5 and
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Rear set
£560
Door Lever Surrounds & Pulls
Surrounds and Pull Sets (pair)
SECURITY STY
Quick Release Steering Boss
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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
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| 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
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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
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Tel: 01733 380687 / Sales Hotline: 07850 156655 / After hours by appointment.
www.neneoverland.co.uk advice@neneoverland.co.uk
□ EID
4mm THICK STAINLESS STEEL BUMPERS
WWW.UPROAR4X4.COM
High quality, British made, stainless steel Defender parts & accessories
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
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Terrafirma Serious 4x4 Accessories range is designed to satisfy the diverse
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Quality, performance and value is at the heart of what we do. We strive to ensure the
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fitting it to, we want Terrafirma owners to be proud of their purchase. Each Terrafirma
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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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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

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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
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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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THE FAMILY
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for your pride and joy
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The original Minilite wheel, was probably the most
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As the name suggests, it was originally developed
as a magnesium competition wheel for the then
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| 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
Future Proof Your Land Rover
Land Rover Chassis
High quality chassis manufactured in the UK since 1984
to fit almost all variants of Land Rover from 1948 to 2016.
Built as close as possible to original specification using
precision cut and pressed parts.
Popular chassis held in stock for immediate collection.
Land Rover Bulkheads
Our range of fully pressed bulkheads are recommended
by the trade for their build quality, accuracy and
ease of fit. Manufactured in our factory in Yorkshire
and replicating the correct original features they are
available in either a galvanised or e-coat finish.
Review 17-02-2023
It's that good, we're thinking of adding one to the workshop
wall to show folk the quality and attention to detail
- Jedi 4x4: Richards Chassis New 200 TDi Bulkhead
Custom Build Chassis
If you're thinking of building something special, perhaps
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Call Us Now on: 01709 577 477
Visit our website: www.richardschassis.co.uk
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.
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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
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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
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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
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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
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He was going to give you some constructive criticism
on your Waxoyl technique
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BRIAN JAMES TRAILERS
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
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----- 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.
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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
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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
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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
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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.
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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
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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.
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ADRIAN FLUX
Insurance for the individual
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Call 0800 587 5479 or visit adrianflux.co.uk
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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
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MONTHLY
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13 Oct
27 Oct
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wwlrc.co.uk
Mon 1 Jan 2024
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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
Heritage
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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
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The quality parts for Land Rovers
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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 ..