Buying A Land Rover Discovery 1 - Express Guide

Looking to buy a first generation Land Rover Discovery? Let Land Rover Owner be your guide to 4x4 adventure on a budget with the off-road legend that is Discovery 1. 

The Historic Need-To-Know

As Land Rover's answer to the onslaught of Japanese 4x4s in the 1980s, the Discovery is fast becoming the default choice for budget off-road enthusiasts. Introduced at the Frankfurt Motor Show in 1989, the Discovery made use of Range Rover suspension, axles and drivetrain while power choices were between the beloved 3.5-litre V8 or a torquey 200Tdi diesel engine. Initially available only as a three-door model, mainly to avoid conflict with the more affluent Range Rover, the Discovery was aimed at a younger, less-conservative driver with Jasper Conran-penned interior trim. A five-door version arrived for 1990. 

Critically acclaimed at the time of launch, the design improved Land Rover's on-street reputation and ensured the company survived one of the most turbulent periods in its history. Sales boomed, with the five-door 200 Tdi proving to be the king of the showroom. With seven seats and the rugged ability of a steroid-packed mountain goat, the Discovery 1 became something of a fashion statement for young families, resulting in the 1998 second generation establishing itself as a class-leader with a cult following.  
 

So, Why Do I Want One? 

Cheaper than granddaddy Defender yet just as capable in the rough stuff, it’s arguably better looking than the contemporary Range Rover and far more DIY- friendly. There are plenty of specialists, sourcing parts isn’t tricky, and ownership means you can go off road with the scores of Land Rover clubs across the UK. Above all, it’s good fun and if you find one that’s been well looked after, you’ve got a prime investment and a dependable British workhorse.

What Should I be looking for? 

IS THE ENGINE HEALTHY?

Depending on how the 200Tdi has been treated, engines can be on their last legs with very little warning. Any telltale signs of impending disaster can be found upon start-up. Look for white smoke or loss of coolant, and check all pipes are intact with appropriate pressure build up. If the pipes are hard then you could be walking into a world of woe.

GEARBOX IN TOW

Check that gear-changes are free from sluggishness and that the correct gearbox oil is being used – for LT77 manuals before 1993, it should be auto transmission fluid. Listen out for whining which could be due to heavy towing. A key indicator that the transmission has been worked hard is crunching between second and third gear. If there is a slight banging or feeling of hesitation coming off the power, you could have severe mainshaft wear.

KEEPING YOU IN SUSPENSE

If the car has been used off-road or lugged frequent heavy loads, the suspension may have taken a bashing. Worn bushes will result in clunking from the underside of the car over uneven ground, or if operating on full lock. Rear radius arm bushes can suffer badly.

TAKING YOU ROUND THE BEND

If cornering is sloppy or the steering wheel wobbles, the suspension could be seriously worn, or the power steering box is on its way out. Worn components can mean vague communication through the steering wheel, with culprits ranging from front swivels to leaking power-steering mechanisms. A worn-out Discovery will generally handle poorly, but can be improved easily by replacing two or three minor components.

WATCH FOR BATTLE SCARS

Many a Discovery has been used for weekend fun or heavy work. Check for off-road damage on the underside, brake disc wear and injury to the exhaust system. Brake flexipipe can deteriorate if chafing against the chassis while paintwork and body structure points can be impaired from hefty use off the beaten track, aggravating rusting issues.

THE INSIDE MATTERS

In typical Land Rover fashion, leaks are very common. Sunroof rubbers can perish, while the top of the back door can weep. Interior wear can also be heavy depending on what the vehicle has been used for. Because of various rust and water traps, front inner wings can perish spectacularly, rotting from the A-post right through to the headlights. Rear floors and wheelarches also rust, while hinges and seatbelt mounts can rot badly. If used off-road or damaged, rust can run rampant.

With so many rusted examples already having made that journey to the scrapyard in the sky, and the cheaper examples having been cut and bobtailed for the off-road trailer to rip open on obstacles, we are now left to fight over the good ones. Prices won't stay this low forever - if you have found a good one with little to no work needing undertaken, we would advise that you don't delay in purchasing. You'll be kicking yourself later if you do! 

LRO Pick: Classifieds Star

It’s got a full MoT. It’s kitted to the hills. It’s only covered 64,000 miles - it could be your next Land Rover.

2002 was a year where we lost two towering royal figures - HRH The Queen Mother passed away on the 30th of March at the age of 101, while only two months previously Princess Margaret had succumbed to pneumonia. We lost acting royalty, too with the deaths of John Thaw, Spike Milligan and Dudley Moore, alongside rally driving legend Tony Pond. 2002 also found Pierce Brosnan’s final 007 adventure ‘Die Another Day’ released into packed cinemas and ultimately saw the Scottish mining community come to a close after 800 years.

We can already hear you saying – ‘*Expletive Deleted*, was that really 15 years ago?’. It sure was, back when Jeremy Clarkson took control of Top Gear and Girls Aloud stole the Christmas No.1 spot. For Land Rover, it was all about the launch of the L322, the next generation Range Rover. It was also when the Solihull factory assembled our pick from the LRO classifieds.

Except, unlike Girls Aloud or Die Another Day, this Defender has withstood the test of time. Not just because of the timeless styling, but mainly because it’s been adapted into a scenery-chewing, horse-power churning, off-road beast which has currently been primed up for a new home.

With only 64,000 miles on the clock and more equipment on board than a North Korean missile, this TD5-powered monster also has fitted Fedima Sirocco Tyres and a features list longer than a Leonard Cohen song. These features include:
 

A Southdown Snorkel

Protection & Performance External Roll Cage

Front Winch Champion - Plasma Rope that can be operated from the dashboard

GEW9000 Central Mounted Winch – Plasma Rope, that can also be operated from the cabin.

Terra Ferma Wheel Arches

Galvanised Rock Sliders

Defender 90 Wolf Doors

Front Roof Spot Lights      

High mounted Dynachip ECU

CV Radio Kit with Raptor Dash

Kenwood Head Unit and upgraded speakers

Salisbury Axles with Breather pipes

High Sided Exit Exhaust

The thickest sump guard you’ve legally seen

Diff Guard

Dual Battery System and fitted Isolation Switch

High Lift Jack and Mounting

Internal Mounted Spare Wheel

New Clutch at 57k and flywheel
 

Don’t panic about these upgrades having been performed by a novice in a rickety garden shed, either. This impressive list of extras has been professionally upgraded and maintained, making this an exceptional example.

The Defender has only had two previous owners and the current V5 holder is open to offers from serious buyers. For this price, you’ve got the perfect off-road warrior that’s had all the hard preparation-work undertaken already.

You can view the advert and contact the seller here.

Born Free: Freelander 1.8

We can picture your face, screwed up in bewilderment, as you open this webpage to find us celebrating the Land Rover Freelander MkI. Cluttering up the roads in vast numbers, the Freelander is hardly what you would call an endangered classic, having blended into the fabric of suburbia so successfully that – just like telephone boxes and lamp posts – chances are you’ve either seen one or been near one every day of your life. You can still see them hard at work on farms, equestrian centres and construction sites, or ferrying children to school and undertaking commuter duties, supporting livelihoods and small businesses and injecting style and functionality into an otherwise dreary and largely pointless soft-roader market.

Yet, despite being Europe’s highest selling SUV for the best part of five years and proving  popular in the US, the Freelander 1 is shunned even by those who claim to understand modern classics, and many within Land Rover circles bemoan its lack of ground clearance or a low range gearbox, saying that it’s not a proper 4x4. Those of a Tarmac-only persuasion, meanwhile, find the build quality and 1.8-litre K-series engine less than acceptable.

However, it’s testament to the humble Freelander I that so many have survived often harsh treatment – Jaguar Land Rover has even granted it heritage status. And before you start to wonder whether JLR has gone mad, it’s unquestionably a proper Land Rover, and the last to have been devised under Land Rover’s original parent company, Rover.

Inside, you are greeted by a variety of Rover trim, switchgear and dials, alongside a Tonka Toy-chunky steering wheel. The upright driving  position immediately confirms that this is no pretend mud-plugger, offering a commanding driving position when taking on inner-city traffic or twisting country lanes.

Turning the key on Julian Lamb's pre-production petrol example yields a throaty burst of healthy revs and a guttural, animated exhaust note. It’s no performance fireball, but nor is it glacial, easily reaching 60mph from rest in 11 seconds and topping out at over 100mph – impressive for a 4x4 family wagon.

On-road handling can feel a bit rubbery if you push it hard, but the clutch and drivetrain are well-suited to the eager K-series engine. Ride comfort is impressive, though lairy behaviour can result in some lurch, all be it well after the tyres have  started screaming for mercy. For an off road vehicle, the Freelander’s tarmac mannerisms are hugely impressive.

However, the Freelander impresses most off the beaten track. Like a mountain goat on steroids, it can crest almost anything you throw at it, scrambling up inclines and wading through water in a manner that shames most larger rivals. The steering – so often slightly ambiguous on the road – relays instant feedback off it to keep grip and momentum going over rough terrain. As a hybrid between a Land Rover and a road car, the Freelander I set the bar for others to better and still strikes that chord perfectly. And what is a classic if not a development trendsetter?

Daily Driving

The Freelander I has an authoritative stance on the road – but without the intimidating, spacial-awareness busting size of a Range Rover. That virtue, along with solid feeling controls, mean it ticks all the boxes for daily driving. It provides touches of comfort where bare metal is often exposed in other Land Rovers, although the tough Landy feel remains. The clutch pedal isn’t too heavy, even during repeated use in traffic, the brakes are responsive and there’s enough power from under the bonnet to make urban cut-and-thrust a relaxed affair.

Factor in 30mpg potential and a solid frame should the worst happen, and you’ve got the perfect daily driver.

In The Service Bay

It may be plagued by a reputation for cylinder head gasket failure, but the K-series petrol engine is remarkably flexible and easy to maintain. Other engines are available, including Rover and BMW diesels and a fuel-guzzling V6 petrol, but for the genesis experience, you’ll want the original K-series 1.8. Sorting the head gasket is neither a difficult nor expensive job and replacement eliminates the problem. The engine itself is simple to work on, with plenty of room under the castellated bonnet, while servicing doesn’t require a degree in mechanics. There’s plenty of free advice available for doing it all yourself, too.

On The Show Circut

You’d be surprised at the level of activity surrounding the baby Land Rover. There are several Freelander owners’ groups on social media and there are frequent club meets. Some car snobs may turn their nose up at such a ‘common’ vehicle taking to the show circuit, but Land Rover enthusiasts clubs will welcome you with open arms. The CVC Register already caters for early examples – and, just like all other Freelander associations, it isn’t afraid to get its cars dirty – while the annual Land Rover Owner Show in Peterborough is a Mecca for all Land Rover owners.

The Long Weekend 

The Freelander is hugely practical. Boot space is generous and it is aided by a novel sliding rear window, folding rear seats and a hidden compartment in the floor to stow away valuables. The cabin can easily accommodate up to five people and there are all manner of storage areas throughout the interior. Having four-wheel drive also allows you to venture off into the wilderness for camping expeditions, safe in the knowledge that there’s not much the weather can throw at you that the little Freelander can’t handle. Whether taking off for the Alps, Aldi or a local green lane, the Freelander will see you through.

Going Off-Road

The Freelander does without the low range levers and buttons found in other conventional Land Rovers and relies instead on electronic traction control. It’s astounding what it can achieve – it’s oblivious of mud and can tackle the sort of abuse that would beach a Toyota RAV 4 or Suzuki Vitara. The 1.8 petrol engine has more than enough torque to climb steep inclines, and while there’s less ground clearance, it can keep up with more hardcore off-roaders if you pick your path carefully.

The Hill Decent Control (HDC) system on the Freelander I maintains a steady 4mph down steep slopes without the driver having to brake - a system then pinched for the Freelander's big brothers. 

The LRO View

The characterful Freelander I is fast becoming a modern classic, forget what the bandwagon bashers say.

It may have a few foibles, but its on-road manners are cheeky yet refined, while its off -road prowess shames more expensive big name Chelsea tractors. Practical, stylish and endearingly charming whichever engine you choose, a good one will be a companion for life.

Few cars can connect their drivers to a brotherhood, but the Freelander social life is almost as desirable as the car itself.

Greece by Land Rover

Greece is a fascinating place to visit in your Land Rover. Most overlanders arrive there by one of three means:

1. Via Turkey from the east. The best border crossing is into Kastanies, although the Kipi crossing to the south is also popular.

2. Via Italy from the west, on the ferry into the bustling port of Igoumenitsa. 

3. Via Albania, Macedonia or Bulgaria from the north, though these are less common (and less comfortable) options.

The method needing most preparation will be that ferry journey across the Ionian Sea from Italy.

There are many ferry operators, all much of a muchness. I tend to use Anek Lines’ sailing from Ancona, and book an open-deck ticket. This allows me to park the Land Rover on deck, put the roof tent up and sleep there (no cabin needed, making this 24-hour crossing much cheaper). Showers are readily available.

I’ve also used Agoudimos Lines from Brindisi (enabling travellers to have a good look at Italy on the way south, including Rome and Naples).

The crossings run by Agoudimos and Minoan Lines take about 12 hours, depending on whether or not they call at Corfu on the way. Some of the ferry companies’ booking websites verge on the unintelligible. Agoudimos Lines have better customer relations – I always deal with Eleni, the bookings clerk in Athens (info@hellas-ferries.gr) when arranging sailings east from Italy. I recommend you do the same. 

Travelling by Greek and Italian ferries, by the way, can be very frustrating – queueing at the port is non-existent, offices never open on time (more than an hour late isn’t unheard of), tickets are seldom given for anything other than the day of travel… and so it goes on. Be patient – they do things differently in the Med.

Greece is a member of the EU, and so paperwork and other faffing about is minimal. Ask your insurer for a Green Card – many will do this without charge. You’ll need this, passport, driving licence and V5. 

When crossing by ferry from Italy, as with any internal EU border, there’s no checking of passports or documents. If you’re entering from Turkey or any of the Balkan states to the north, there’s more formality.

Greeks drive on the right (well, mostly…) and tend to be erratic and exuberant in their driving styles. As
a result, the accident rate is almost unbelievably horrendous: road traffic accident fatalities in 2007 were three times that of the UK (based on per head of population). As with any driving abroad, go gentle. Give way. Smile – even at idiots. 

Sharp curves are only seldom marked with black-and-white warning chevrons, a flash of lights means ‘I’m coming through’ (bit different from the UK, then) and speed limits may seem arbitrary – but do not treat them as such. 

Because of the advancing cost of living, large 4x4s are rare on Greek roads; and Land Rovers, though thin on the ground, are much admired. Off-roading is popular, however, and it’s easy to hunt out interesting tracks in rural areas and vanish off into the boondocks for a few days. 

Wild camping is technically illegal, though I’ve never known any problems stemming from it, as long as one is careful – brush fires can be started all too easily. 

Greece isn’t a particularly large country but it is mountainous: what look like nice, straight roads on maps can turn out to be mad rats’ nests of endless hairpins and acute curves twisting up and down hillsides and valleys. Where in Italy or France you might rattle off 300 miles in a day, in Greece you may struggle to cover 120 miles in the same time. 

Don’t underestimate this factor. Yes, there are motorways but, even when they’re marked on maps, they’re not always complete. It’s wise to get hold of two or three different maps of the same area to confirm what roads
do and don’t exist. Greece is well-mapped – the AA road atlas is reasonable but the widely available Rama and Nakas series, sold all over the country, are cheap and well worth getting. 

Get used to the Greek script and the way it can be transliterated into English – you may see signs to Kalamata, Kalambata, Kalampata and Kalamnata – all the same place!

So, what to see? There are three main destinations – the islands, the popular mainland areas and the less well-known mainland areas. 

The islands present a multitude of possibilities, with hundreds spread out over hundreds of miles – large, small, developed, unspoiled, mountainous, leafy, sandy, rocky… for Land Rover owners, Kefalonia and parts of Crete offer the best possibilities for losing yourself, far from the summer crowds.

The mainland has several distinct geographical regions: the north (Thessaly through to Thrace); the centre (Attica); and the Peloponnese, which is very nearly a huge island. The centre is the most populated, while the Peloponnese is perhaps the most touristy (and the windiest, if you’re camping!). 

The ancient sites such as Delphi (ancient oracle) Olympia (site of the original Olympic games), Mycenae (fortress of King Agamemnon), Epidauros (huge amphitheatre) and Cape Sounion (Temple of Poseidon) are all worth seeing.  

Athens itself is an amazing place – the Acropolis and the Parthenon for the historians, the huge flea markets of Monastiraki for the bargain hunters, and so on. The only decent campsite in the city itself is at N 38º 00.566’ E 23º 40.353’ at Peristeri on the Corinth road. It’s very hard to 

spot and gets very busy – ring ahead on 210-5814113. Driving in Athens is even more bonkers than elsewhere in Greece – keep your wits about you.  

Less obvious places to visit include the rock-pinnacle monasteries of Meteora (maybe the most spectacular site in Greece, not far inland from the Igoumenitsa ferry port), the fortress of Methoni (on the southern tip of the Peloponnese) and the poignant memorial to the 300 Spartans who fell in glorious battle against overwhelming Persian attackers (the recent Hollywood epic, 300, commemorates this) at the Pass of Thermopylae.

For all these places, and dozens more, Greece is well-served by campsites, all detailed in the Camp in Greece guide (campingreece.gr), which is excellent. These sites are mostly very overlander-friendly,
and 4x4s and roof tents fit right in (though be prepared for some interest from locals…). 

Greece has what is, to my mind, Europe’s second-best campsite, Pellouki, near Olympia at the coastal village of Kourouta (the best one, I reckon, is Camping Markadia in Alvito, Portugal).

Access to the more remote parts of Greece is achievable, especially with a 4x4. As discussed, wild camping as such is frowned upon, but low-profile, low-impact travellers will have no problems in this regard, and indeed many will tell you it’s the only way to see the best parts of Greece: find a white (unclassified) road on a map, and follow it into the mountains. 

Many of these roads are quite well-known among the 4x4 fraternity (and even among the more adventurous of the motorhome brigade). The downside to this is that they soon become overcrowded. 

This can lead to their becoming little oases of overlanders – one such almost-community is near the village of Gliki (N 39º 19.661’ E 20º 36.992’). Because it’s not far inland, many overlanders make for it as soon as they arrive off the ferry. 

Follow the signs to the river Acheron and you’ll eventually see a motley collection of trail bikes, tents, 4x4s and campervans on the banks of the river, with a few cafés and bars supporting them. Gliki is a great place to unwind when you arrive in Greece, and to find out from other overlanders where the best places to go are.

Greeks are welcoming and always ready to make friends. Food and drink are well worth getting to know and local seafood in small fishing villages is simply fantastic. My favourite is in the tiny village of Douneika, near Kourouta – the Taverna Kokovios on the main street will give you a choice of whatever happens to be bubbling in any one of half-a-dozen pots, served up in whatever mixture and quantity you want. This is typical of hundreds of little village eateries. 

Greece is fantastic for independent travel with a Land Rover. Trundle along a quiet road, eat in the village taverna and camp at one of the glorious little beaches or forest clearings you’ll find (many of which can only be reached by 4x4). 

What more could you want?

The full story can be found in the June 2009 issue of LRO. Download a digital issue, or order a back issue by calling 01858 438884.

The Worlds Happiest Camper

What’s the Story?  

Heads turn as we drive past. From the front, it looks like a Land Rover towing a caravan.From the back, it just looks like a caravan. But from the side… From the side, it looks like a cross between a Land Rover 110, one-and-ahalf caravans and a miniature articulated lorry.

That white-and-orange colour scheme helps a lot, pulling all the components of this strange beast into one complete visual package. But still, we get wide-eyed stares from pedestrians, car drivers, and – especially – HGV drivers. Their eyes swivel and their mouths move. And it’s not difficult to figure out what they’re saying: ‘I’ve never seen anything like that!’

We at Land Rover Owner International had never seen anything like it either, and that’s why we’re here in Germany. So, to be linguistically correct, the perplexed people we’re passing would be saying, in German: ‘Ich habe noch nie so etwas gesehen.’

But if any of those Autobahn observers were curious enough to seek one out for themselves, they’d be unlucky, because this spectacular mobile home-from-home is a one-off. What to call it, though? Rig, as per American slang? Articulated caravan? No, that doesn’t seem right. Fifth-wheel camper is probably the best bet. In Germany, you get near to it with sattelschlepper (semi-trailer) or sattel-caravan – ‘sattel’ translates to ‘saddle’ in English, in reference to the way the caravan’s fifth-wheel coupling sits on a platform bolted to the Land Rover’s chassis. Whatever the terminology, this is special.

As you might guess, so is the owner. Dieter Sikorski is a man who knows what he wants, and goes after it. When Dieter was young, he had a Mini. But then he started collecting old furniture. ‘Nobody liked it at that time,’ he explains. ‘I could get a lot of furniture for little money. But for moving old furniture, a Mini is no good. So I bought a VW bus. I was studying medicine then, and when I finished I wanted to drive to Africa. There was a book by some Africa travel specialists who said a Land Rover was better than VW so I sold the bus. At that time Land Rover enthusiasts in Germany had just started meeting and I was at the second event. There were 20 people there, and we formed the Deutsche Rover Club. But I didn’t have a Land Rover. I went to England to buy one – a 1973 long-wheelbase diesel.

‘I went with a friend from Hamburg, because at that time I had no technical knowledge – I only knew where to put the

fuel. I drove it from England all the way to my home in Germany. I smelled of diesel, it was horrible. My girlfriend was shocked.’

Somehow, this experience didn’t put Dieter off. ‘I started to learn about Land Rovers. I bought a 109-inch station wagon – six cylinder engine, broken crank bearings. Then after I finished my studies I went to England for two months and there found an 80-inch – this was in the 1980s. And then a Lightweight, and then a three-axle Tdi...’

Listing all Dieter’s Land Rovers would take a long time. But the three-axle Tdi is a clue: he likes anything unusual (see LRO, Spring 2016). And if it’s big, a Land Rover and unusual, that’s even better. ‘When I was a child, I liked fifthwheel lorries,’ he says. ‘And when I was grown up, I liked Land Rovers. So I thought: a fifthwheel Land Rover – that would be exciting!’

‘I talked to my Land Rover dealer friend and he told me someone in Germany had a fifth-wheel with a caravan! So I wrote to this

man, Herr Jacob, and he invited me to go to his home to look. This was in 1992 and by that time he had changed the Land Rover from a 1963 Series IIA 109-inch to a 200Tdi 110.’

He’d built it himself, starting with a new Tempo Matador caravan. He took o. the body and designed a new chassis. He built a new front for the caravan – so it’s longer – and made everything on the new part to match the original exactly. He was a technical engineer, and he gave me drawings so I could make the same. But this was a lot of work.’ Dieter knew he’d be able to do a project like that, but he also knew he simply didn’t have time. Which is just as well: ‘In 2013 my friend the dealer called. He said, “That fifth-wheel Land Rover and caravan – Herr Jacob is now in an old people’s home and can’t drive”.’

So Dieter went back to have another look. Unfortunately, things had gone downhill since his 1992 viewing. The Land Rover and caravan had been stored in a damp lean-to garage. The 110’s headlining was collapsing, its underside was scarred with surface rust and the caravan was cluttered with junk. Also, the varnish on its wood panelling was flaky and the door was partly wrenched from its hinges. The restoration job was on…

Our Favourite Bit 

As a Land Rover technical curiosity, Dieter’s camper would be interesting enough. But the caravan conversion is special in its own right. Beautiful wood surfaces, top-quality fixtures and fittings – if you didn’t know, you’d think the whole caravan was one continuous build. Narnia-like, access to the front section sleeping quarters is via the original wardrobe door. The caravan is light and airy, its honeycoloured polished wood bouncing a beautiful warm light around the interior.

And the Verdict form LRO?

Yes, it’s a head-turner, and it attracted our attention, just like everyone else’s, because it’s so unusual. After all, how many fifth-wheel Land Rovers have you seen? But in the end, it’s not the technicalities that impress – it’s the beauty and practicality of the whole thing. Dieter and Cordula love their fifth-wheel camper. As for the rest of us: it’s a case of ‘Ich wunschte, ich einer denen hatte!’ (‘I wish I had one of those!’).

Where can I read more?

Read the full story in the June 2016 issue of LRO. Current and back issues are available to download on digital devices here. Or order a printed issue by calling 01858 438884. Please note, we only hold stocks of the last three back issues.

In at the deep end: Range Rover L322

What's the Story?

It was a textbook case of an L322 to avoid - but to resourceful Yorkshireman Peter Hitchcock, a seasoned off-roader with 30 years' experience, it fitted the bill perfectly.

A couple of years ago he began looking for something a bit different from the standard 4x4s he'd owned previously. After a few weeks of scanning the 'for sale' ads, he found this 2002 4.4-litre V8 Range Rover.

'It was just the spec I wanted, a Vogue petrol with LRP, but it came with an engine warning light on and a bad first-to-second gearchange,' he explains. To top it all off, the paperwork had been 'lost', so no one in his right mind would even consider buying it.

Instead of running a mile, though, Peter turned this to his advantage, parting with only £4600 for his new project, a little over half its normal value.

His bravery paid off, the engine fault was solved for £47 with a lambda sensor replacement, and after putting up with the iffy gearbox for 10,000 miles, Peter found a recently rebuilt used box for sale for £550, solving another issue. Peter also set about the LPG system - which also hadn't been working well when he bought it - replacing a few parts and tuning it properly. It now runs faultlessly. Having done all the work himself, he ended up with a smooth-running L322 for relatively little outlay.

There were a few more jobs to do before venturing off-road. He removed the viscous fan and installed twin electric ones from a Jaguar X-Type, controlled via a Kenlowe adjustable thermostat with interior cut-off switch for wading. Lastly, all electrical connections were waterproofed with spray-on Corrosion X.

Peter's first greenlaning forays in the L322 didn't meet his expectations, however. 'It doesn't have very good articulation, it's heavy, it does only 8mpg off-road, and it had 19in wheels that meant off-road tyres cost a fortune - if you could get them!' Not a promising start.

It didn't put him off, though, and he launched into modifying the L322 18 months ago, pulling bits apart to see how they work and spending evenings reading the manual to get to grips with makes the L322 tick.

He fitted a twin-compressor to air-suspension set-up to reduce the load on the original, single unit. Peter then reset the springs to give a higher ride height, using a Gap Diagnostics IIDTool. He also managed to find a set of 255/55 R19 Goodyear Wrangler MT/R tyres, as used on the G4 challenges.

Then Peter made one of the finds of the project - a complete three-piece G4 Challenge-spec skid plate kit for scrap value, an astonishing one tenth of its retail value.

The L322 was now ready for serious off-roading. Well, almost. 'One of its first trips involved me not obeying the first rule of wading - checking the depth first. We went in with no snorkel and found the depth was well over the bonnet! The car stopped and before we could get rescued there was a foot of water inside. Incredibly, once we got it out, it restarted and got us back home - 220 miles away.'

Once home, he started stripping the whole interior and removing all the ECUs. He left the Range Rover with a dehumidifier running in it for a week. The only casualty was the radio unit.

To avoid a repeat, he adapted a Discovery 4 raised air intake to fit. Fitting a snorkel to a third-generation Range Rover isn't easy, because no one makes one - hence the need to adapt that D4 fitment. 

Our Favourite Bit?

It seems Peter's Range Rover refuses to die. Since its dunking, it has effortlessly followed Defenders on the wet, rocky tracks of South Wales, The Lake District, North and South Yorkshire and Norfolk.

Peter only spent £2000 on parts and did all the work himself, proving L322 ownership doesn't have to cost the earth. When asked why he takes an L322 off-road, he has a stock answer. 'I couldn't afford a Defender to do the same thing!'

And the verdict from LRO's Jerome Andre?  

This is the first seriously modified L322 I've encountered - and I'm very glad it's so well built. Besides adding tough-as-nails protection, Peter has kept the overall lines of the majestic Range Rover, so it still looks fantastic while sporting heavy-duty gear and offering more hardcore off-roading  capabilities.

The electronics and tough construction make for very good traction and the Hill Descent Control is a great bonus. Driving over every obstacle at Yarwell's off-road site as though they weren't there was exhilarating, especially in the comfort of heated Oxford leather seats. The uber-smooth 4.4-litre V8 is a real pleasure, but Peter's special exhaust modification makes it roar like a US 'big block'. It's an awesome machine - thumbs-up from me!

Where can I read more?

Read the full story in the Spring 2016 issue of LRO. Current and back issues are available to download on digital devices here. Or order a printed issue by calling 01858 438884. Please note, we only hold stocks of the last three back issues.

Disco Dans a smitten man

I’m hoping to get my old Disco in the magazine for both bragging rights in the pub, and because it’s cool,’ Dan Stretch told us. Well, Dan, thanks for your honesty – and here’s your machine in all its glory.

Dan’s Land Rover is in many ways the typical enthusiast-owned Discovery – a 300Tdi with a few modifications and used, in the main, for having fun with. 

‘It’s a 1998 model and my first-ever Land Rover – I bought it last September for just over £2000. 

‘I can’t believe I’ve not had one of these before. And I really can’t believe what this thing can do: the engine pulls more than two tonnes up some very steep hills made of wet stone and slate. Unbelievable!’

Dan is so impressed by the Disco, it’s the only vehicle he’s owned to which he’s given
a name. ‘I’ve never done it before but this one is named SWOMpy, inspired by the registration number and my desire to get it as muddy as possible. I just love it.

‘I’ve taken the valance off the front bumper and the rear seats out to make a false floor for our four dogs, who also love off-roading. And, to top it all, I have a fantastic better half who not only loves the motor, but used to off-road herself: she encourages and goads me into trying more difficult things.

‘I adore the Disco. It’s great!’

Yes, okay, Dan – I think we’re getting the message now, thanks.

This owner review appeared in the June 2009 issue of LRO. Current and Back issues are available to download on digital devices here. Please note, we only hold stocks of the the last three back issues.

Ready to go

The past economic downturn didn't stop Land Rover investing in significant improvements to its top-end models. These include facelifts, more powerful yet more economical new engines, enhanced on-road dynamics and many hundreds of detailed changes.

Life was tough for the company in the second half of 2008 after a record-breaking 2007, with only the Defender selling in anticipated numbers. Sales of Range Rover, Range Rover Sport and Discovery 3 plummeted as the world stopped spending. But Land Rover has forged on with major reworking of the three, launched to the public at the New York Show in April 2009.

Land Rover’s managing director Phil Popham said: ‘These 2010 models are a bold statement of our intent. When the global economy recovers we will be in a very good position to benefit.’

Each model has received distinctive design changes. Yet the styling team, headed by Gerry McGovern, has still endowed the trio with a family look that embraces cues from the Freelander 2. New LED bi-xenon lighting front and rear also gives a freshness to the three models.

For the Discovery 4 and Sport the 2.7-litre TDV6 diesel engine gets increased bore and stroke to lift capacity to 3.0 litres. This delivers ooodles more power and torque, yet Land Rover’s engineers have achieved it while managing to improve mpg and squeeze down emissions. 

And if it’s torque you want, the new 5.0-litre supercharged petrol engine for the Range Rover and Sport stomps out a massive 460 lb ft, which is only 12 lb ft less than the mighty TDV8 diesel engine, which still continues in the Sport and Range Rover. The petrol engine grunts out a mighty 503bhp, which makes it by far the most powerful Land Rover engine. Yet it’s more economical and has reduced emissions over its 4.2-litre predecessor.

Crucially, all three models benefit from a series of wide-ranging improvements to their ride and handling – mainly to add improved on-road capability to their proven off-road credentials. 

Interiors see major enhancements, and there are many hundreds of detail changes to each model, including keyless entry, push-button starting, electronic towing aids and 360º camera systems.

For the Range Rover, there are a couple of world firsts. The dash no longer has any instruments as such – instead there’s a 12in Thin Film Transistor (TFT) screen with virtual analogue dials and info displays. And in the centre of the stylish and impeccably double-stitched dash is ‘the world’s first automotive use of dual-view touch-screen infotainment screen technology’ in Land Rover speak. What this means is that while the driver is viewing the vehicle’s upgraded satnav system, the passenger can be watching a DVD on the same screen. How cool is that!

2010 DISCOVERY 4/LR4

Discovery 4 is more than just a facelifted Discovery 3. Land Rover has changed about 3000 parts from the previous model, which is approximately the same number as when the leap was made from Disco 1 to Disco 2 in 1998, according to Mike Gould, who was Land Rover’s press officer back then.

‘This is as big a change as it gets without going to a completely new body sculpture,’ says Bob Prew, the Discovery 4’s programme manager. ‘Because of the level of change we’ve seen fit to call it Discovery 4.’

Land Rover has always been conscious that the D3 was designed from the inside out, for functionality and versatility rather than beauty. The aim was to accommodate seven six-foot adults, or vast amounts of luggage, in a highly capable on- and off-road vehicle, and the design was crafted around that. 

‘It polarised opinions,’ admits design chief Gerry McGovern. ‘Some elements were seen as low rent.’

There are no major changes to the rear, which some critics harshly likened to a Transit Connect van, but Land Rover has given the previously quite stark front end a major facelift: ‘A complete change of personality,’ according to McGovern, with the objective of a premium, more friendly, more modern look. 

Added to the new two-bar hexagonal grille are new LED bi-xenon lights, with intersecting circle and square light shapes. In addition, a revised front bumper with larger cooling aperture for the new engine, and a revamped front chin spoiler and wheel deflectors help reduce drag. 

There are also two side vents instead of one previously, due to the demands of the new engine.

And it’s that new engine that is probably the biggest story as far as enthusiasts are concerned. The hefty Discovery 3’s performance with its 2.7-litre TDV6 engine was no more than adequate, creating opportunities for the many electronic tuning specialists who advertise in LRO. 

The 2.7 is still available in the range for the time being, but most buyers will opt for the new 3.0 TDV6 which, according to John Pepperell, programme manager for diesel engineering, is a ‘significant development over the 2.7’.

As part of a radical redesign, bore and stroke of the common rail diesel are increased to give the extra capacity, and both power and torque are significantly better. Power is 29 per cent up at 241bhp – which putting it into perspective, is almost double that of the current Defender. 

And off-roaders will welcome the delightful 36 per cent torque improvement, which is now a mouthwatering 442 lb ft – we just can’t wait to drive it!

All of this helps make Discovery 4 24 per cent quicker away from the traffic lights, with a 0-60 acceleration time of nine seconds.

Yet fuel economy hasn’t suffered – in fact, JLR’s engineers have managed to improve it by nine per cent to 30.4mpg on the combined cycle, and CO2 emissions are down by 10 per cent to 244kg/m.

Behind this improved performance and lower emissions is a new parallel sequential dual-mode turbocharger system, the first ever fitted to a ‘V’ engine, apparently. At low speeds this isolates one of the Honeywell turbos, just using the smaller variable one for optimum response, but at 4000rpm the second one comes in seamlessly for significantly more power.

The engine is also used in Jaguar cars, but is reworked for Land Rovers, with better waterproofing of vulnerable components and improved lubrication and oil scavenging for when it’s used at extreme angles.

D4’s package of improvements also includes a revised six-speed ZF autobox with faster changing.

D3 was a great off-road performer, and its on-road ability was a significant advance over that of the D2 – but for this new model Land Rover’s engineers have worked tremendously hard to take its ride and handling a giant step further through work on steering, suspension and traction control. Says Mike Langdon, vehicle engineering manager: ‘The Discovery 4 has reduced roll, takes tighter lines and has reduced understeer.’

Brakes are also improved, using larger-diameter discs and four-piston calipers from the Range Rover Sport.

The Discovery’s interior features all-new, more upmarket styling with a host of detail changes. Says Gerry McGovern: ‘Customers loved the Discovery 3’s functionality and versatility, but they wanted more “premiumness”.’ Which means better quality and – presumably – higher cost. But it does make the Discovery’s cabin a splendidly comfortable place to be, judging by the brief chance I had to sit behind the wheel of a pre-production model.

With 3000 different items it’s impossible to list them all, but the D4’s other significant changes or introductions include: Gradient Release as used on Freelander 2; keyless entry; push-button start; automatic dipping; DAB digital radio; and 360º cameras that operate up to 11mph – so they should be good for negotiating tight spots when parking or when off-road. 

The D3 won many accolades for its towing ability thanks to a long wheelbase, air suspension and chunky weight. The D4 should be even better with the addition of Towing Assist cameras to help connection and reversing, and its Trailer Stability Assist detects any unwanted snaking, reducing power and applying the brakes to bring it under control.

Off-road improvements are minimal, mainly because the D3 was so good. But the Terrain Response, which selects optimum engine, suspension and gearing settling for different conditions, gets a new sand launch control. With this, initial wheel slip is dramatically restricted to give very gentle acceleration and prevent the wheels digging down. 

Discovery 4 is due to go on sale from September 2009. No price information is currently available.

RANGE ROVER SPORT

When deciding upon the Sport’s 2010 changes, Land Rover felt the time was right to differentiate it more from the Range Rover. ‘We decided that it should become more sophisticated and more sporty,’ says design boss Gerry McGovern.  

They’ve also made it less threatening. ‘The view is that the bigger the vehicle the more unfriendly it is, so we wanted to make it smaller-looking.’

They’ve used visual trickery to craft a front end that actually looks sleeker, lower and more attractive.

The front grille has two instead of three bars, and the two-bar theme continues through the indicator lights and even into the side vents. 

Land Rover’s sports tourer also uses the new 3.0-litre TDV6, but achieves slightly better fuel consumption than the D4, at 30.7mpg. In addition it gets JLR’s mighty new 5.0-litre supercharged direct injection V8 petrol engine. Featuring technical marvels such as camshaft profile switching, variable camshaft timing and variable length inlet manifold, the new engine delivers 503bhp/442 lb ft. It’s vastly more powerful than the Sport’s previous 4.2-litre supercharged petrol unit, but is more economical and less polluting. Fuel consumption is 18.9mpg on the combined cycle, and emissions are 353g/km.

Land Rover showed us an interesting video of the old and new supercharged models doing a side-by-side drag race up to 100mph and then braking to zero again. The new model was at standstill before the old one had reached 100mph.

The Sport also gets optional steering wheel-mounted paddle gearshift for manual operation.

It is a real driver’s car, and Land Rover’s vehicle dynamics team have improved its handling through a range of chassis refinements. Star of the show are suspension dampers that are continuously monitored and adjusted to suit conditions.

And befitting a performance vehicle, the Sport’s Terrain Response has an extra position next to normal road driving – a new ‘Dynamic’ go-faster programme. This adjusts the Sport’s powertrain and chassis settings for what Land Rover calls a ‘more sporting and responsive driving experience’. 

As with the D4, the Sport gets a completely new, more luxurious interior, with 50 per cent fewer switches, plus surround camera system and Tow Assist – and a lot more changes. About 3000, in fact. 

RANGE ROVER

Imagine yourself driving along, looking at satnav information on a dash-mounted touch-screen while your passenger is simultaneously watching a DVD on the same screen. This is now possible on the 2010 Range Rover thanks to mind-boggling ‘Parallax Barrier’ technology that hides and reveals columns of pixels. 

And right in front of you, where the instrument cluster would normally be, is a 12-inch TFT screen that is displaying virtual dials and other driver info displays. When driving off-road it accommodates info such as steering angle and wheel articulation by moving the virtual speedo over to the right. You can still see the relevant lower speed section, but the rest is out of sight. 

But the 2010 Range Rover is not just about gadgets. Land Rover sells a lot of these vehicles to extremely rich people whose homes are full of expensive stuff and who want the same high standards in their cars. The redesigned interior uses new, luxury-grade leather – which is even available as the headlining – and there are satin chrome, black satin and natural wood finishes. 

Everything in the Range Rover is, as Gerry McGovern says: ‘applied with the highest level of precision’. The meticulous double stitching on the leather dash and door panels has to be seen to be believed. 

McGovern says the company carried out extensive research with potential Range Rover buyers and the message was ‘don’t change it, just make it better’. Making it better includes giving it what he calls a ‘more noble face’, fitting the new 5.0-litre supercharged petrol engine, revising the interior, making it quieter, fitting better brakes and applying the same adaptive suspension system as the Sport – but for this vehicle a superbly plush ride quality is the objective.

Other improvements include adaptive cruise control, emergency brake assist, surround cameras, keyless ignition/push-button start and blind-spot monitoring. And lots more besides.

Land Rover says that the best just got better – and you can’t argue with that. It goes on sale from June. 

Where can I read more?

Read the full story in the May 2009 issue of LRO. Current and back issues are available to download on digital devices here. Or order a printed issue by calling 01858 438884. Please note, we only hold stocks of the last three back issues.

Series Linked

In the final days of Defender production, Land Rover announced plans to restore Series Is. Well, it's happened. This is the first Land Rover Classic-restored 80in, the 'zero' vehicle for the company's new restoration programme at Solihull. And it isn't a one-off. Land Rover has bought 25 Series Is for complete restoration on the old Defender manufacturing site - and all will be for sale.

So, what exactly is happening? We've been granted an exclusive viewing with the vehilcle at Solihull, where we quizzed two key members of the team who built it...

Greg King - Programme engineer Greg has had Land Rovers all his life. He came on a Solihull tour as a teenager, discovered engineering apprenticeships and 'never went home to Devon'.

Michael Bishop - Aussie Michael oversees detail and specification. He was rebuilding and researching 80in Land Rovers while still at school and provided much of the knowledge behind the Celebration Line.

So, to set the ball rolling, Land Rover brought back some old Series Is?

Michael: 'Twenty-five, to be precise. From Australia, Spain, UK, North America - we got them from all over. This one you're looking at is the first to be restored; it's what I call "number zero". The twenty-five, they're about seeing how it goes. Then we'll see...'

But what if customers want their own vehicle restoring?

Michael: 'We could do that. And the level and type of restoration would be what the customer wants. Mechanical parts always have to be done. But it you had a nice original vehicle, would you want to restore it? Some customers might like the bodywork left.'

We hear the restoration team is made up of people from the assembly line...

Michael: 'That's correct. But we've picked the right kind of people, who have the right sort of skills. It's not like assembly-line work - restoration is a very careful and time-consuming process, so you want people with that sort of understanding. We've got people who own Land Rovers and have practical experience, and people who've done Land Rover restoration. We've even got someone who's restored traction engines!'

What can you tell us about this particular Land Rover?

Michael: 'This one's from Queensaand. It was shipped out CKD (completely knocked down) and assembled in Newstead, Brisbane. Later, the amount of locally-made content increased, but at this period almost all the parts were made in England. There are just a few things - the wheels are Aussie, for example. And what about those rivets, Greg?'

Michaek and Greg share a laugh. It turns out that the Aussie assemblers used locally sourced pop-rivets to fix the cappings.

Michael: 'So that's what we've done. We want it to be authentic, so we've used the same rivets - we've gone to the trouble of making it look like it was, when it was built in Queensland. It went to the real outback. It'd really worked hard to years. Out in the outback, it's like the moon! So the Series I was hammered - the terrain is so harsh it literally shook vehicles to pieces. This one's bulkhead was welded to the chassis. But it was authentic and complete. It was a complete strip and rebuild - done here, in the same area where the old engineering shop was in 1948.'

How much can be re-used?

Michael: 'When you take a vehicle apart, everything - hubs, bulkhead, the lot - has to be assessed. And when we assessed the seatbox, we found it was very bad, with lots of splits - so we made a new one here.'

Er, what about this vinyl lettering? Why not signwritten, with paint?

Greg: 'We've been uder a lot of pressure to get this vehicle finished. That vinyl is more about supporting the photoshoot today, so you can see how it will look. It will be sign-written eventually.'

Michael: 'Yes, we'll have it properly sign-written. Things have to be right, look authentic.'

What about parts?

Michael: 'Anything can be made. JLR made six Jaguar Lightweight E-types. Really, there's nothing Land Rover couldn't do, if it wanted to. But... we could only do that if it's sensible. Obviously, we wouldn't make a part if only a few were needed.'

So, you're doing Series Is. what about other Series, the coil-sprung utilities and Range Rover Classic?

Michael: 'None of that has been decided - it's still very early days. But in my opinion, we could do other Series.'

And so we come full circle: Land Rovers returning home to Solihull, and leaving again. This 80-inch is back where it started - rebuilt so that it's as good as new. Land Rover's famous utility vehicle, back in production? In a way - yes, it is. 

Where can I read more?

Read the full story in the May 2016 issue of LRO. Current and back issues are available to download on digital devices here. Or order a printed issue by calling 01858 438884. Please note, we only hold stocks of the last three back issues.

Unseen Morocco

Travelling around the world, there are occasions when things can go seriously wrong, especially when they’re outside your control – like the weather.

I’ve experienced a total white-out in a blizzard on an Icelandic mountain, when the Land Rover a few yards ahead of me disappeared completely from view. And, on this Moroccan trip, a freak hail-and-rain storm turned a pleasant scenic drive on
a mountain track into a scary adventure. Scary, but exhilarating.

A group of us were in Morocco to meet up with Vince and Ed Cobley for a reconnaissance of a new route for the LRO Adventure Club. We were staying at the Timnay campsite near Midelt, 100 miles south of the major towns of Fes and Meknes. 

We had a day to spare, due to Vince allowing us more days to get there than we needed. Some of us decided to head for the Cirque du Jaffar, a picturesque 50-mile drive along unsurfaced tracks in the shadow of the Ayachi mountain. At 12,260 feet this is the highest peak in the eastern High Atlas mountains, the vast range that sweeps across Morocco from the Atlantic to the Algerian border.

The skies were clear as we set off in a five-vehicle convoy. There were the three Disco 3s of Pat Thompson/Nigel Jones, John Fyfe/Alan Edgar and Trevor Edge – all of whom I’d met before on a Tunisia adventure. There were also Ken and Jo Brayshaw in their Disco 2, and my partner Pat Summers and I in the 2.4 Defender double cab that I had on test. 

We passed through some small villages then headed out into the flat countryside on loose-surfaced tracks before starting to climb on the mountain tracks. The views were impressive as we stopped to check the GPS and stretch our legs. But as we climbed further, dark clouds were forming menacingly over the mountains – a storm was on its way.

The tracks became ever-steeper and narrower, hugging the mountainsides as we continued climbing to more than 7000 feet. 

Then the weather turned nasty, with forks of lightning and the boom of thunder in them thar hills. There was heavy rain followed by hail, turning the mountainsides white.

Our track became increasingly slippery, slowing progress and making us all concentrate very hard on how we were driving the loose-surfaces, which were occasionally off-camber – which is not ideal when there’s a big drop-off to one side.

I was crawling the 110 along in low-range second gear using minimal revs. A D3 in front accelerated harshly and the wheels slithered towards the edge, the driver quickly backing off to bring it in line again.

This prompted some in the group to wonder what they’d do if their vehicle did slip over the edge. There was no way to find grip, so the driver would have to try and steer into something like a tree to stop against rather than plummet all the way to the bottom.

But that wasn’t going to happen because we were in surefooted vehicles that were performing heroically in the extreme conditions – which is, after all, one of the reasons why we all buy Land Rovers.

The hail stopped, but it was still raining; and water gushing down the mountainsides was causing washouts at the various turns we encountered. The track was literally washing away in front of our eyes and careful choice of line was crucial to get around. We worked as a team, spotting one another through the tricky sections to make sure we were on the correct lines.

On a couple of turns, we had to nudge the outside wheels up the mountainside to make sure the inner wheels kept away from the precipice.

We started to descend eventually, but we encountered a number of swollen streams and rivers – which were getting deeper by the minute. An uprooted tree floated down one
of the rivers between two crossing vehicles, narrowly avoiding both.

It’s at times like this when all of the training we’ve done and experience we’ve gained is put into practice – inexperienced drivers would never get out of a situation like this.

We crossed more swollen rivers and continued along sodden tracks until, suddenly, we were at the bottom and turning on to a road. Suddenly, our scary adventure was over, but we’ll never forget it – and we’ll be talking about it for some time to come.

Sadly I haven’t got any photos from the really tricky sections – because I was concentrating on getting us out safely and as quickly as possible. 

Back at the Timnay camp, Vince, Ed and the Adventure Club team had arrived with some other AC members who had been on an earlier trip. There were about 50 Land Rovers within the camp’s walls; and the
small bar/restaurant did a roaring trade that night.

The next day, those at the end of their adventure headed north and the rest of us – 20 Land Rovers in total – drove off south for the main purpose of this trip, to recce a new route for the Adventure Club. The plan was to take in the stunning Todra Gorge (which features in traditional LROAC trips), but then heading along part of the Dakar Rally route in the deep south before cutting south-west to Tan Tan on the Atlantic coast. 

From here, we would head north along the beautiful Atlantic 

shoreline, then cut through the Atlas mountains on the high-altitude Tazi ne Tiznet pass before dropping down into bustling Marrakech for a visit to this amazing city, with its fascinating sights, sounds and smells.

Much of Morocco had experienced bad weather; and when we reached the Todra Gorge, the road that the locals have worked so hard to build in recent years was washed away in parts. 

Experts say the best time to go through the gorge is early morning, when the sun changes the colour of the rocks from pink to a deep red-brown. It was afternoon when we got there, but it was still stunning, and the sun was shining. 

Hopefully, it would continue to do so for the rest of the trip – which will be featured in the July issue. 

The full story can be found in the June 2009 issue of LRO. Download a digital issue, or order a back issue by calling 01858 438884.

Suffix B Range Rover

What's the story?

Interest in Land Rover's original flagship model has grown and grown, and the words 'Suffix A' are on the lips of everybody who knows what's what. However, Land Rover moved to Suffix B for a reason; Suffix-A models had shortcomings. So from January 1973, improvements were made and the final letter of Range Rovers' chassis numbers became B.

That only lasted about 10 months, and then it changed to C, when more modifications were made - all of which makes the Suffix B Range Rovers relatively rare.

The one you see here has chassis number 355-05406B, which owner Andrew Honychurch thinks makes it one of the first 15 Suffix-B models built. It dates from January 1973, when its first owner bought it from a Land Rover dealer in Reading. Not long afterwards he sold it on to an engineer who lavished attention on it, and Andrew - who runs Honychurch Classics - bought it from the owner's daughter about 12 years ago.

In fact, he wasn't looking for another Range Rover - he wanted some decent front seats for his press-launch car, NXC 231H. 'I found some,' says Andrew, 'but when I rang up the seller, I discovered they were still attached to a car!'

He bought the whole thing and soon realised the Range Rover was far too good to be broken for spares. It had done just 72,000 miles and was last on the road in the late 1980s. 'There was some rot in it, but it was completely original. The idea was to keep it in case I had problems with the one I was using for everyday transport.' But last summer he thought it was time to do something with the Suffix B. So he got stuck in.

The chassis went away to be sandblasted, along with the axles, and Andew rebuilt the engine, The gearbox was fine and needed no special work. The body frame was carefully repaired before going for a repaint in the original Sahara Dust.

Our favourite bit?

There's no other vehicle quite like an early Range Rover, and new owner Neil McConachie is a very lucky man. New owner? Yes, it didn't take long for this Range Rover to attract one. 'It's going to a friend of a friend. He has several other Land Rovers and I know he'll enjoy using it.'

And the verdict?

No early Range Rover tracks arrow-straight like a modern vehicle, and Andrew smiles at my constant corrections of the steering wheel. 'It's a bit like a boat,' he says. 'Point it in the right direction and just let it go wherever it wants.'

Even so, this Range Rover Classic with all-new suspension bushes is as tight and tidy as they get. Once you become used to the lean in corners, it's tremendous fun to drive.

It goes well too, with surprising urge; the gearbox changes cleanly as long as you take your time. On the move, there's an irresistible cacophony as the V8's exhaust roar meets the steady whine from the transmission.

TECH SPEC

Model: Two-door Suffix B

Chassis No: 355-05406B

Engine: 3.5-litre carburettor-fed V8 petrol

Power: 135bhp at 4750rpm

Torque: 185lb ft at 2500rpm

We thought it might be a quick job, but it turned into a massive project.

What's the Story?

A normal rebuild that starts off as a straightforward job can easily turn into a load of trouble. But there’s nothing normal about this vehicle. ‘The Land Rover that’s on top, that’s more or less a standard thing. But the stuff underneath, the Cuthbertson running gear, well…’ Mark Griffiths scratches his head and searches for a suitable word. ‘The running gear, it’s just very big. And you wouldn’t believe how heavy those bogies are!’ Mark is referring to the triangular tracked units, one at each corner of the Cuthbertson. ‘It takes two people to move one – just drag it along, not lift it. There are four of them. Then there’s the axle units and all the rest – the Cuthbertson subframe, as I call it. Then you’ve got a 109-inch Land Rover on top.’ But you’ve also got one of the rarest Land Rovers – about 40 were built, 13 survive.

Cuthbertsons were used by the British Forestry Commission to traverse swampy land. The British military bought others, reputedly to deal with booby-trapped locations. Cuthbertson Land Rovers were a Rover Company ‘approved conversion’ through the ’60s, but their massive turning circle and slow speed must have limited usefulness. Not a vehicle for nipping down to the shops, but not a vehicle to pass by either, if the chance arises. 

‘It all started seven years ago,’ Mark remembers. ‘I was browsing eBay and the Cuthbertson popped up. I work at Huddersfield Land Rover Centre, buying and selling Land Rovers, so I know a lot of people. I knew the seller and asked him how much he thought it would make; he told me a figure and that’s what I offered. It was a project for me personally, not the Land Rover Centre.

‘It had been standing outside, but didn’t look bad – everything seemed to be there.’ And so the massive machine was disturbed for the first time in 16 years – undergrowth was ripped away, clods of earth fell, cobwebs were brushed aside. The Cuthbertson was dragged on to a low-loader and moved to a disused mill at Slaithwaite, near Huddersfield.

Our Favourite Bit?

‘I was moving house, about a year ago, when we got notice to move out from Oldham. We were snookered – the Cuthbertson was in bits and we had an Atkinson Borderer in bits. The Cuthbertson had become a bit of a millstone, so I put it on eBay and it generated a huge amount of interest. A discerning US collector rang up, wanting to buy it, so I sold it to him for what it was worth in bits, plus the cost to restore it. At that point everything began to make sense, because I could bring in Arthur…’  

Arthur Nasey is another friend of Mark’s from the Huddersfield area – retired, with plenty of spare time and a great track record of Rolls-Royce restorations. The Cuthbertson had to be moved for the third time and delivered piecemeal to Arthur’s home workshop.

‘Working with Arthur made a lot of sense,’ Mark explains. ‘The customer would pay for the work to be finished – you couldn’t expect Arthur to do months of work for nothing – and with him, it would make progress. ‘We finished off the Land Rover itself first. Then we brought the bogies down to Land Rover Centre and spent a day working on them. Two were seized – we had to use gas burners and a pile of bricks to heat them up before they’d come apart! Then they went to Arthur’s for paint and reassembly.

‘You might not notice, but those tracks stick out a bit more at one side than the other. The longer bits go on the outside. I’d put three tracks on before I noticed that – I’d got all of them wrong! We built up the whole thing in Arthur’s garage. It’s got quite a low door, but I worked out the Land Rover should go through without a windscreen. It did – but only just!’

And the Verdict from LRO?  

Driving a Cuthbertson all day would be exhausting. But doing it just a bit is brilliant! By now, it should be on its way to America. 

‘Will I miss it? Maybe, in a way,’ muses Mark. ‘There’s not a lot you can do with one, though, except look at it. It was a challenge, but I’m glad I did it. And how many people can say they’ve restored a Cuthbertson? We can't help but agree. 

Tech spec

Vehicle Cuthbertson conversion Series II 109in

 ●Manufactured 1959, chassis number

151000171 

● Engine 2286cc petrol fourcylinder

ohv Rover

● Transmission Four-speed,

synchromesh on third and top gears, two-speed

transfer box, selectable two/four-wheel drive

● Configuration Tracked pick-up with truck

Cab 

● Tracks 12 inches (0.3m) wide, 40 steel

track shoes per track, riveted to nylon/cotton

reinforced rubber belts 

● Dimensions Length

15ft 1.1in (4.6m); width 6ft 0.8in (1.85m); height

8ft 2.4in (2.5m) 

● Steering Hydraulic assisted

● Climbing ability 1 in 1 

● Speed in second gear low ratio (rough ground): 4mph

● Maximum speed 35mph 

● Side stability controllable 30° 

● Tipping angle 45°

● Ground pressure 1.9psi unladen, 2.3psi laden

● Payload 10cwt (508kg) 

● Unladen running weight Approx three tons (3048kg)

Where can I read more?

Read the full story in the June 2016 issue of LRO. Current and back issues are available to download on digital devices here. Or order a printed issue by calling 01858 438884. Please note, we only hold stocks of the last three back issues.

Rescued after a decade buried in a barn: Series I 86in

I found this 1956 Series I in a shed on a farm in Hawkes Bay, New Zealand, where it had sat for more than 10 years.

The farm and Land Rover are owned by Andrew Russell and the car has quite a story. It was originally bought by Andrew's father, John 'JR' Russell, in the early 1980s to replace the Morris Minor 'farm car' that he had commandeered from his wife.

The Moggy came to grief rolling off a cliff and the Land Rover was bought as a replacement. It was christened 'JR's toolbox' as he used it to transport tools, fencing gear and all manner of other stuff to remote parts of the farm.

It did many years' sterling service but was gradually used less and less as more modern pick-ips became available at lower prices. The fuel pump started playing up and eventually it was parked up in a barn about 10 or 15 years ago - nobody had the time to fix it up.

JR died some years ago and the Land Rover was more or less forgotten and gradually disappeared under a growing pile of boxes, bottles and other junk.

I was out on the farm and, being a keen Land Rover man, spotted the neglected Land Rover under the pile of stuff; I asked Andrew if I could have a go at getting it going. I exhumed it from under its pile of clutter and cleared out the decades of junk that had accumulated inside it.

It sat at least half an inch higher after I had removed all the fence posts, chains, rope, wood and a two-inch-deep carpet of fossilised mud in the rear tub. It had no brakes (JR claimed they were for sissies - he just put it in first and stalled it to stop) and every drop of oil had drained from the gearbox and axles, but it was remarkably free of rust.

Being a sissie, I set to work rebuilding the brakes with new master and slave cylinders and linings, and set about getting it running. In true Land Rover tradition, it fired up after its decades-long snooze after a bit of fiddling with the points and plugs and a bit of fuel pump fettling.

An old tea strainer on the fuel pick-up sorted out the running and reliability problem that had originally seen it consigned to the barn. A play with clutch got it changing gear using the old fence bolt that had long ago replaced the snapped-off gearlever (and which I am under strict instructions not to replace).

Andrew ferreted about in the barn and unearthed the passenger door and both door tops; and a quick scrub of the paintwork with some petrol got rid of various creosote spills. Some vigorous hammering sorted out the biggest dents, replacing them with various smaller ones. And there she was, ready to go again (at least around the farm).

In celebration I drove it up to the top of the farm and took these pictures of it ready for plenty more years of service - home-made maize sack truck cab, fence bolt gearlever and all.

This owner review appeared in the June 2016 issue of LRO. Current and Back issues are available to download on digital devices here. Please note, we only hold stocks of the the last three back issues.

New body please: 2006 Defender 90 Td5

Land Rovers have been a big part of our family life on the farm, from my grandpa's generation through to mine. Our local Land Rover firm, Winston Pincombe, supplied us with this Td5 90 in 2009, but six years later I was driving home late one night when I caught the verge and rolled it on to its roof.

I was gutted because she'd never missed a beat, so I convinced my mum, dad and brother to buy it back from the insurance company - something I wouldn't have been able to do without the help of Winston Pincombe. they told my dad: 'It wouldn't hurt the boy if he were to do it in his spare time.'

The next morning they told us to press the reset button, and she started! 'She's a real peach,' they said. 'Don't let anyone take her away, or you won't get her back!'

There was damage to the bulkhead and rear tub, and a whole new body was needed. I managed to find a new cab, bulkhead and windscreen in Essex, so Dad and I set off with his commercial Discovery and we just about managed to fit it all in the back, I also found a rear tub from a breaker and bought new doors, salvaging the front wings and bonnet.

Next I got the parts resprayed and set about putting it together. After swapping the looms over I tried to start it, but the engine would run for 10 seconds and cut out.

It was getting late - and I was getting frustrated. I also couldn't work out what a little plastic box in the engine bay had been when I took it all apart. When I had the bulkhead resprayed, the bolt that it mounts on to was covered in paint, so I scratched it off and it cured the problem! Twelve months on and I haven't had any trouble, but I still don't know what the box is...

I'm very proud to say it sailed through its MoT and is now back in full use on the farm.

The experience made me fall in love with Defenders even more, so I was soon keen to put another one back on the road and have since rebuilt a 200 TDCI.

There will be a third one - it's only a matter of time!

This owner review appeared in the June 2016 issue of LRO. Current and Back issues are available to download on digital devices here. Please note, we only hold stocks of the the last three back issues.

Retro Rebel: Bowler Series I

What's the story?

It looks like a Series I. It putters and purrs a bit like a Series I. But something about this ‘1957 Series I 88-inch’ just isn’t stacking up. They’re Defender wheels and drive flanges; that chassis doesn’t look like any ‘88’ I’ve ever seen… and why am I getting six-cylinder Jaguar engine noises from a fat exhaust pipe on the ‘wrong’ side?

The answers to these conundrums stem from an unusual brief that landed in rally raid specialist Bowler Motorsport’s inbox, to create a unique Series I. Bowler’s Jon Chester explains: ‘There were three key things… The famous picture of Sir Winston Churchill with his 86-inch Series I ‘UKE 80’ – “That’s cool”, said the person commissioning the project; it had to be British military Desert Sand colour; and “I’d like a Series I that I can actually drive, with sensible brakes, steering, etc.”’ Challenge accepted.

To get modern underpinnings in the Series I, Drew Bowler and his team only had to look across their busy Derbyshire workshop for inspiration. The company is 

Our favourite bit?

‘We reckoned 200bhp would be about right,’ says a deadpan Jon Chester, who’s clearly got very used to go-faster Land Rovering. And this is where the 230bhp AJV6 petrol engine from a Jaguar X-type comes in. ‘We wanted it to look as “factory” as possible, and we knew it could run things like power-steering and air-conditioning that the customer wanted. Plus, we didn’t want to have to tune something and make it unreliable.’ That almost sounds sensible! 

That Bowler just happened to have a suitable Jag V6 available had nothing at all to do with the decision. Honest. But either way, it’s an inspired choice. The V6 fills the Series I engine bay, and although you’d never be fooled into thinking it’s been there since 1957, as much of the wiring as possible is cotton-wrapped to help give a period feel.

The Jag engine was relatively easy to integrate with the wiring loom, thanks to Bowler ditching the X-type ECU in favour of a motorsport-spec unit. There was no need to fool it into thinking there’s central locking fitted, or anything like that.

And the verdict?

The Bowler guys make it sound deceptively simple, but an incredible amount of effort and ingenuity has gone into this project. ‘It took genuine thinking to do it, and it wouldn’t be the car it is without the people we have here,’ adds Jon Chester. 

At the moment it’s a one-off, but Bowler hasn’t completely ruled-out building more, if there’s enough demand for them. I hope it does. I’m not a huge fan of modernising classics; you too often end up with something that’s neither charmingly old, nor convincingly modern, but this strikes a brilliant balance. And 230bhp in a Series I is a riot! 

TECH SPEC

Body: 1957 Series I 88in soft-toplChassis: Shortened TDCi Defender 90

Engine: 2967cc Jaguar V6, 24-valve, variable valve timing 

Power & torque: 231bhp, 209lb ft 

Transmission: Permanent 4WD, R380 five-speed manual gearbox, LT230 transfer box, shortened rear propshaft, narrowed 90 live axles
Suspension: Coil-overs all-round, modified front radius armsl 

Steering: Modified D2 power-assisted Brakes: 90 discs and calipers 

Wheels & tyres: Defender rims, 7.50 R16 Michelin Latitude Cross 0-60mph: less than 10sec (est)

Egypt by Land Rover

Egypt is regarded by many overlanders as The One To Avoid – stories of customs taking eight hours, bribery, exorbitant carnets, thieving guides and touts that won’t let up. 

But there’s Another Egypt.

If you look at a map you’ll see a narrow strip of green ribbon to the east, and a huge square of beige to the west. The green ribbon is the Nile Valley. The beige blob is the freedom and superlative beauty of the Sahara.

Egypt, in some ways, is the Nile. Memphis (the first capital), Roman Babylon and modern Cairo were all built at the base of a fertile triangle (the Nile Delta). The temples of Luxor and Karnak were built downstream, to take advantage of the arable land for their swelling populations. To the east, in ancient times, there was nothingness. For centuries only the Bedouin moved in the open desert beyond the Nile.

That all changed at the end of the 19th century. The fashion for Egyptology brought many adventurers to the Nile. Then, with the 1920s, came the car; and the torch of exploration passed to Ralph Bagnold and his friends, Britons living in Egypt who felt the call of the biggest wilderness in the world. 

It was Bagnold who invented the desert driver’s solutions of sand ladders and depressurising tyres, who first crossed the Great Sand Sea, and who made a scientific study of dunes. Up until he died, he was a consultant for NASA regarding deserts on Mars.

So, what are the practicalities of unearthing the hidden side of this fascinating country?

Yes – the rumours are right. Getting in is a pain. Egypt has minimal unemployment, because every school-leaver is guaranteed a job. Border crossings at Sollum (Libya) and Nuweiba (Jordan) are staffed with gangs of officials, each with one certain job. Stamping carnets; stamping visas; checking chassis numbers; checking engine numbers; raising barriers – each job is done by a different guy in his own office and you have to trog between them to get all the paperwork dealt with. This attitude permeates the whole country.

The only way to cope with this is to keep smiling and be gentle. If you can find a trustworthy local who can help (and I say this having lived there for many years – they are rare!) then recruit him. There is a joke that Egypt is run by IBM – not the computing giant but the Arabic words Insh’allah, Bukra, Mumpkin. It translates as ‘God Willing, Tomorrow, Maybe’. 

Every request you make, every appointment you arrange, every commitment you believe you’ve been given by an Egyptian will be qualified by ‘Insh’allah’ – God Willing (see you tomorrow – insh’allah. The car will be ready – insh’allah). 

Frustrated expats will tell you this is a cop-out; that your Egyptian pal has no intention of co-operating. This is often true, but some Muslims genuinely do feel that Allah controls their lives, and that one should not attempt to impose one’s own requirements on the Divine Scheme. 

It is also a fact, though, that there are many Egyptians who seek your company either just for the hard currency, or for the kudos of being seen socialising with a European. Sounds wildly arrogant, but it’s
none the less true.

It’s certainly true that you are on ‘African Time’ in Egypt. We, in business-minded Britain, try to stick to timetables and commitments. Africa is different, and Egypt is the least-motivated of the whole lot. It’s potentially the most frustrating place you will ever drive through. But it can also be the most rewarding.

Egypt is divided, from an off-road point of view, into three areas; the Nile Valley, the central desert and the deep desert. 

Off-roading in the Nile Valley can be limited, but has some real gems like Wadi Degla, near the Cairo suburb of Ma’adi, and across the river from Luxor. The deep desert has areas such as the Gilf Kebir (made famous in The English Patient, Uweinat, Siwa and the mountains east of the Nile. 

They’re wonderful destinations, but beset with bureaucracy – one needs permits for the areas to the west, and army escorts for the areas to the south. 

The boundaries for the accessible central desert are, to the east, the Nile; but to the west it is the Oasis Road, looping out from Cairo to the oases of Bahareya, Farafra, Kharga and Dakhla, and then back to the Nile Valley. It encloses a mass of open desert, hundreds of square miles. 

For those travelling independently (by far the best way) this central desert is the most satisfying region. Head out through Cairo traffic towards the Pyramids. 

Cairo traffic is probably the most intimidating in the world. Traffic lights are purely decorative (when they work), traffic cops are usually asleep, and the other vehicles on the road seem to declare war as soon as they move. The right of way goes to the loudest horn and the biggest bullbar. 

Land Rovers are at a natural advantage here – a bombed-up overland Defender moves through Cairene traffic like a lion in long grass – even in the ratpit of rush-hour, the local nutters think twice.

Anyway. Head out towards the Pyramids. Ignore the piles of rubbish and dead horses floating in the canal as you head towards the most famous landmark in the world, and stop for a beer at the Mena House hotel, haunt of the Long Range Desert Group and the SAS. Then crack on. 

Be very wary of the desert directly south-west of the Pyramids. There are military complexes here – a friend was arrested for straying into a restricted area. 

Take the Bahareya road, and the city gradually drops away. Once you get an hour out of Cairo you can examine your options. Carrying on for five hours on the tarmac brings you to Bahareya and Farafra oases, Siwa, the Black and White deserts
– and police checkpoints. 

Equally, trundle along the road for a few miles, turn off into the desert, and you’re suddenly free.

 To the north, freedom is short-lived – after a few miles you come to Wadi Natrun, and the ancient Christian monasteries, then eventually Alexandria. 

If you veer north-west you come to the dangers of the Qattara Depression and the minefields surrounding the El Alamein battlefield. These minefields are still live and, though maps exist, their actual locations move, as the dunes shift in the winds. People still die.

Your best option is south. Cross the railway, drop down the huge Gebel Qatrani escarpment – and explore. 

If you’re still fairly close to Cairo, at the bottom of the thousand-foot escarpment you will come out into the huge Fayoum oasis, with ancient temples, cities and also curious Egyptians who will pester you. 

Do note that the escarpment will take you a day to descend, as it’s composed of three ‘steps’, each one with several false trails. If you descend the wrong one, you’ll end up stranded in soft sand – and you can’t easily go back up again. Plan: get out and recce on foot!

Fayoum city itself is a place to be wary: there are Islamic Fundamentalist groups there. I have never had any issues, but you should seek Embassy advice if you have any concerns. The UK Embassy in Cairo is a friendly set-up, but they’re understaffed and overworked, and won’t have much sympathy for travellers who get themselves in a stew. 

The Gebel Qatrani desert is a huge, open space – I used to head out there for some peace. This is the start of the open Sahara.

Head a little more west than Fayoum and that’s where the fun begins – there’s a horizon there that has no end – follow it! 

The central plateau has a lot going for it: Pharaonic ruins, unexcavated, ripe for exploration; wartime remains, vehicles, aircraft and graves; prehistoric sites and fossils; Stone Age villages. 

And then, of course, there’s the peace and the solitude of the Sahara, a seemingly endless, beautiful wilderness.

Sinai is another place ripe for exploration – especially the canyons to the east behind Dahab and Sharm. However, a consideration here is the number of Arab-Israeli battlefields. The Mitla Pass was the site of the biggest tank battle in history and
it’s easy to stray into minefields. 

The Sinai Bedouin are a good lot, in general, though wily and ever-ready to make a quick buck – ask for reputable guides.

The best overlanding of my life has been in the huge interior of the Egyptian Sahara – and the most frustrating times of my life have been spent waiting on unfulfilled promises and wading through cretinous Egyptian bureaucracy. 

Travelling Egypt independently is neither for the novice nor the fainthearted – but the rewards of experiencing the largest open space on the planet are vast. 

The full story can be found in the Spring 2009 issue of LRO. Download a digital issue, or order a back issue by calling 01858 438884.

How to modify a Range Rover...

I absolutely love my 2007 Range Rover. Obviously, the registration number makes her stand out a bit, but I’ve carried out quite a bit of work behind the scenes that, although not quite so instantly obvious, still makes a big difference . 

On the front – in the proper Land Rover mount – is a Warn 9.5ti winch. In the picture above, you’ll just be able to make out the side tubes running along under the sills, which give a little protection when off-roading. In the back is a full dog guard. 

I have two sets of wheels: the off-road set are 19-inch jobs shod with Pirelli ATR tyres (excellent) while, for road use, I have 20-inch dark chrome alloys with standard road tyres (pictured left). 

The roof rack is the same as that on the G4 vehicles, and those aerials aren’t just for show – I have both CB and UHF radio. I’ve also made it fully iPod-compatible. Strobe lights live behind the grille, and there are front and rear axle guards. The sump guard is small – but, boy, is it heavy!

I’m just about to fit an auxiliary battery system and rear strobe lights, and I’m trying to source a number of other add-ons. It’s pretty hard to get stuff for the L322 but, hopefully, I’ll soon have a full set of G4 underbody protection, a rear ladder and towing hitch receiver. 

This owner review appeared in the May 2009 issue of LRO. Current and Back issues are available to download on digital devices here. Please note, we only hold stocks of the the last three back issues.

Second Hand rose

For Iain Swan, there is only one Land Rover. It is 90-shaped with a V8 engine under the bonnet. And when you see and hear his own example 

of the breed in action, you can understand his one-dimensional point of view. 

I watched as the 90 powered up
a nasty slope, the spectators ducking as the Kent chalk rained down on them as if flung by a particularly vindictive school teacher. And I listened to the raw, guttural snarl – almost animal, as if the engine were held down by chains rather than rubber mounts. This thing is more NASCAR than Land Rover. 

Iain’s craving to own a V8 Land Rover became a reality when illness stopped him from taking part in the mountain-biking events that were so important to him.

‘Rather than sit on my bum,
I decided that this was a good time to buy a 90 and use all my pent-up energy building that.’  

Iain’s day job is as one of the principals of SMD Racing, which builds and prepares rally-cross cars. Engines are his business,
so he knew he was on to a really good thing when he paid £750 for the authentic V8 90 that all the pent-up energy was going to be directed upon.

Although it had an MoT, it had obviously had a hard 20 years. The new arrival was pushed into its new home in the fabrication shop at Iain’s work and stripped right down. Game on.

‘The drill from then on was to finish the day’s real work at about 6pm and then dive into the fab shop next door to get on with it.

‘It wasn’t too bad, actually. All
I had to do was alloy-weld a new strip across the back, knock out some dents and it was perfect.’  

He dismisses the bulkhead as ‘only needing a few bits grafting into the top section’, a statement that I suspect completely glosses over hours of careful cutting, welding and grinding until all the metalwork was perfect.  

Almost everything on this 90 is secondhand. For Iain, buying stuff as cheaply as possible from eBay and then refurbishing it was all part of the fun of putting this Land Rover together.

It’s hard to believe the gleaming, powdercoated rear crossmember, with its integral winch tray and sparkling alloy rope guide, was once
a rusty, buckled mess. ‘When I went to collect it, it was still welded to his chassis. I had to cut it off.’ 

Iain blasted it clean and pressed it straight before it was grafted on to the back of the 90’s chassis using some sleeves that he had made up.

The Mach 5 off-road rims were cracked, so Iain was able to buy them for practically nothing. 

‘After blasting them, I ground out the damage carefully and then tig-welded them, before powdercoating them. They are as good as new now.’  

The aggressive Insa Turbo tyres were also bought used off the web. 

The suspension is new, but still Iain didn’t pay full price: he bought all
the bits of a Britpart two-inch lift kit from a chap who hadn’t fitted them.

In fact, Iain sourced everything needed to do the lift – springs, caster correction arms, rear radius rods and bump stops – for way under retail price, all because he was happy to put some time into cleaning and painting.

The front bumper and EW 11000 winch? Same story – bought for a knockdown price and returned to as-new condition with some TLC.

 The expensive-looking, racing-type steering wheel was rescued from the tip and made good, and even the immaculate seats were a freebie – donated to the project by a customer.

Iain describes the used snorkel as
a bodge job, but it looks great to me. He’s been busy with a hot air gun, tweaking its shape so it fits neatly against the uprights of the roll cage; and deftly moulding little cut-outs so it clears the bolts in the wing top.

The rock sliders are (yes, you got it) another bargain buy, again found on eBay and cut ’n’ shut to fit the proportions of the 90. 

By this time, I was determined to find something that was brand-new 

or that Iain hadn’t managed to score for next to nothing. 

A-ha… what about the heavy-duty track rods? ‘Replated.’ 

The doors, then – they look new. ‘Secondhand, then repaired.’ 

I was fast running out of options when Iain spotted my plight and threw me a lifeline. ‘I bought new track rod ends and all the bushes for the suspension: there’s no advantage to be gained from penny-pinching in these areas.’

The paint job came as a result of
a favour owed. The parts were sent off to the spray shop before being re-assembled on the rolling chassis. The result is subtle yet impressive. 

This isn’t a ‘bling’ Land Rover – quite the opposite, in fact – but it still holds the attention of people looking at it. You may have to look hard, but there are loads of tweaks and upgrades, all over the vehicle.  

Iain’s ethos is ‘function not flash’. ‘A lot of stuff is powdercoated black, usually because I’ve repaired it, but also because I don’t like stuff to be too shiny. I’m happy if it hides away and just does its job.’ 

He explains that this was the reason why he chose to have the standard colour reapplied – that, and the fact that he ‘can’t abide’ chequerplate (the holes were already drilled for the stuff on the front wing tops, so he was forced to put it back on). 

Even though Iain has saved an enormous amount of money by investing countless hours of his own time, I was still surprised to learn that this magnificent vehicle has cost him only about £4000 – proof that, with a bit of time and application, you can get a stunning Land Rover on a tight budget. 

Okay, so Iain is a professional, but he’s only done what many LRO readers could do, given enough time and plenty of application.

Inspiration for all of us.

This feature appeared in the May 2009 issue of LRO. Current and Back issues are available to download on digital devices here. Please note, we only hold stocks of the the last three back issues.

Iceland by Land Rover

Iceland is in many ways, an otherworldly place to visit, especially for those travelling from the overcrowded UK. It’s a bizarre landscape that holds many surprises and a real feeling of wilderness travel for those bold enough to venture away from the cities.

The national highway that rings the country is fairly good, mostly tarmac and gives year-round access to the routes through the centre of Iceland, which are all gravel trails. Should you then take one of these trails into the interior, you’ll be confronted by what is surely one of the strangest landscapes on Earth. 

Volcanic ash forms a desert strewn with bizarrely shaped rocks that have been lashed by rain, snow and high winds over several millennia. This huge ash plain is punctuated by geysers and hot springs, and four enormous, permanent icecaps that feed hundreds of glaciers.

The landscape is entrancing, wild, beautiful and remote – but fragile. Icelanders take environmental protection very seriously indeed.
Off-roading, as such, is forbidden (but many ‘roads’ are actually greenlanes by UK standards). 

Importantly, the 1971 Nature Conservancy Act passed several laws relevant to those of us exploring Iceland by 4x4. Wild camping is fine away from farms and settlements, everyone must take care to preserve the wilderness (including lighting campfires in a way that doesn’t affect the ground) and it’s illegal to leave rubbish in the open countryside. 

It’s a welcoming country. English is spoken widely and access with your Land Rover is easy – take the ferry from Harwich to Esbjerg in Denmark and catch the Iceland ferry there. 

The adventurous can make a loop by ferry and take in not just the Faroes but Norway as well. Talk to Scantours, UK agent for ferry operator Smyril Lines (scantoursuk.com, 0207 554 3530). 

It is, of course, a cold country. Though outside the Arctic Circle (which skirts the northern island of Grímsey), the Polar winds bite hard. The best times to visit are between July and September, because the interior roads get blocked easily with drifting snow in the colder months. 

The north of the country is drier and sunnier than the south – there’s almost no night-time in the summer. Conversely, in December and January, there’s very little daylight (though you do get the spectacular Aurora Borealis – the Northern Lights). Average daytime temperatures range from -2ºC in January to 13ºC in July: nothing to get unduly worried about.

What of the practicalities of driving in Iceland? Firstly, the roads aren’t as bad as rumoured. Yes, some car parks are deep gravel; yes, there’s a lot of dirt track; yes, some roads are crossed by water that needs fording; yes,
if you’re intending to go into the interior, you need a 4x4. Two vehicles are better than one, as cars can and do get stranded in remote areas. 

Diesel is cheaper in Iceland than in the UK, but petrol is more expensive. You don’t need a visa or a carnet, and the UK photocard driving licence is fine. Green Card insurance applies in Iceland, so you don’t need any extra cover if you have that. 

As a foreigner, you can keep your Land Rover in Iceland for up to a month before Customs get jumpy. Drivers need to be at least 20, seatbelts are mandatory and driving is on the right. Give way to the right and always have your headlights on, even in broad daylight.

Remember that the predominantly gravel surface is tiring to drive on, and that distances will take longer to cover than in the UK. Details of local road conditions can be gained from the Felag Izlenzkra Bifreidaeigenda (FIB, the Icelandic AA).

Icelandic roads can be categorised into five types: 

1 Principal Road (tarmac). The national Ring Road comes into this category: speed limit is 56mph. 

2 Rugged Road. A dirt track, to you and me. Beware the many potholes! Speed limit is 50mph.

3 Mountain Track. These aren’t passable by road cars, because they often involving fording rivers whose depth changes radically in a short space of time. Fording depth can
be up to 1.5m (five feet), so be very careful, even in a Land Rover. 

There can also be problems on these routes from mud and drifting silt carried by floodwaters. 

4 4x4 Track. Great care needed: they can be too technical to be passable by all but the experienced driver and well-equipped vehicle. Many are difficult to follow as there are crisscrossing tracks from other drivers – look for yellow-painted route marking rocks and posts. 

5 Bridle Track. Usually more tortuous even than No 4. Only the most capable, confident
off-roader need apply.

On loose-gravel roads, a laden Land Rover will wander and steer wide on corners – be careful and don’t go too fast. Slow down through the gears, especially at bends. 

If you do overdo it and need to be hauled free, be prepared for the cost of recovery to make a substantial dent in your spending money. 

There are particular mechanical concerns to be aware of when driving in Iceland. The constant abrading volcanic dust and grit will play havoc – the stub axle inner bearing oil seals will be under constant attack. 

With petrol Land Rovers, be aware that your fan will spray water over the engine when wading – this could cause you to stall. 

Make sure your tyres are up to it – volcanic rock is no respecter of brand names. I always prefer Michelin XZLs for Iceland, because they have really tough sidewalls. 

If your vehicle has side steps, you’ll catch them on underwater obstacles when fording rivers, and regular fording will drench underbonnet soundproofing that will become soaked and drip on ignition electrics (or may even collapse on to the engine). Grease throttle linkages and also the swivel linkage at the bottom of the transfer lever. 

Don’t be lulled into any sort of complacency because you’re ‘only’ driving in Europe – the constant hammering from some of the roads
is similar to what you’ll experience from African corrugations. This will affect suspension, steering and exhaust (and everything else!).

So – what should you aim to see and do during your visit? Chances are you’ll disembark in the peaceful port of Seydisfjördur. With a population of 1500 it’s small, but has most essentials. The harbour campsite is great but, unsurprisingly, it’s usually full the night before a ferry departure, so get there early. 

 North-eastern Iceland lies before you, a stone’s throw from the ferry. You could spend ages in each of Iceland’s regions, but here we will just consider the highlights – the features that help make Iceland unique.

One of its major attractions is the Lake Myvatn area. Handily close to Seydisfjördur, it sits astride a volcanic fault line and bears the scars of recent lava activity, but its claim to fame is as the home of more than 100,000 migrant birds. There are more than 50 islands on the lake, making it canoe-camping heaven. 

To the east is the Dimmuborgir region – made of weird, castle-like structures of black lava – and the extinct volcano of Hverfjall. 

North-east is Krafla volcano with the dramatic Viti crater, accessible from the Ring Road. 

Jökulsárgljúfur National Park has
a long gorge and the most powerful waterfall in Europe, the mighty Dettifoss. A gravel road runs north-south through the park, and the two campsites within its boundaries are both very good. 

To see the most spectacular region, go south to the Vatnajökull ice cap. At 3200 square miles and 3000 feet thick, this is the world’s third largest permanent ice cap – only Antarctica and the Greenland ice cap are bigger. It’s home to Hvannadalshnjúkur, Iceland’s highest mountain (7000 feet). 

It’s a hazardous region, and excursions are best taken with locals who know the area. Be careful – not for nothing do those locals who head on to the ice cap all drive 4x4s with 38-inch tyres at pressures of 2psi. 

Conditions on the ice cap are like deserts in some ways. Low-level spindrift (fine ice carried in the wind) can limit visibility to 15 feet in broad daylight. You can hire suitably equipped trucks, skidoos or snowshoes and skis, though all need suitable skills to use them…

South of the Vatnajökull is Jökulsárlón lagoon, on the coast at the foot of the Breiðammerkurjökull glacier, which calves icebergs right into the lagoon – a really breathtaking sight as the multi-coloured bergs crash down into the tranquil lagoon. With the stark backdrop of the glaciers between the mountains, views from the campsite
here are among the most spectacular in Iceland. It’s quite common to see icebergs stranded on the beach. You won’t see that in many places.

Moving west, we come to the most remote region of Iceland, the north-western fjord region. The main attractions here are the fjords of Hvalfjörður and Borgarfjörður, and the Snæfellsnes peninsula, with its permanent ice cap. Travellers are rare here – due partly to the wild weather.  

Snæfellsnes has fabulous mountains, and there are excellent skidoo routes – you can hire one nearby. 

North of Snæfellsnes is an even wilder region, the tundra plateau of Glama and its ice cap, Drangajökull. This area pulls on the heartstrings of those who visit. Huge, steep-sided fjords provide spectacular vistas, but even getting there is hard work: the roads are badly surfaced and twist around the fjords, the settlements are small and resupply can be awkward. 

Iceland’s friendly and hospitable people understand the European concept of ‘personal space’ in the
way that those who live in many overlanding destinations do not. 

It’s expensive, but it’s worth it – on so many levels. You should go.

The full story can be found in the Spring 2009 issue of LRO. Download a digital issue, or order a back issue by calling 01858 438884.