Hardcore off-roading is all too often about having a megabuck vehicle. But the KISS principle still applies as much as ever: Keep It Simple, Stupid. An 88” leafer might not stand a chance in the high-tech world of modern winch competition. But a good ‘un will always be a good ‘un – and even the oldest Landy will still be as much fun as ever. Full story: Page 23
To advertise in The Landy, call our team on 01283 742969
We’re on Facebook: www.facebook.com/thelandyuk
Land Rover has introduced a set of new special editions based on the four models in the Range Rover line-up. As if to remind the world that off-roading no longer has anything to do with it, these are ‘inspired by London’s most influential neighbourhoods’ in a celebration of ‘British luxury, character and originality.’
The four neighbourhoods in question are Hoxton (average house price £660,812, according to Rightmove), Battersea (£835,870), Westminster (£1,343,012) and Belgravia (£3,201,324). Land Rover says that ‘the four editions will capture the unique character of each postcode.’ So, expensive, expensive, expensive and expensive, then.
To be fair, the Evoque Hoxton Edition is actually quite affordable by today’s standards. Costing £47,755 on the road, it features new 20” Satin Gold wheels with diamond turned details, Platinum Atlas exterior styling and leather seats with contrast stitching. Illuminated ‘Hoxton Edition’ treadplates and black brushed aluminium finishers with signature graphics, the latter echoing the lower sill badging and puddle lamp script, complete a look inspired by ‘a go-to London district for innovators and trendsetters, known for its strong influence within creative communities.’
The Evoque Hoxton is on sale now, as is the Velar Belgravia Edition. Belgravia used to be known as Red
Square so if we were to ‘embody the character of this sought-after neighbourhood’ in a car, we’d just put it on Russian plates and get followed everywhere by an army of bodyguards. Instead, what your £60,395 gets you is 20” Dark Agate wheels with Satin Black lacquer and a Black Exterior Styling pack. Leather seats with contrast stitching feature once again, and ‘Belgravia Edition’ badging is found on the lower doors and brushed ali finisher. Once again the name is projected by the puddle lights, and a ‘1 of 400’ badge designates it as part of a limited edition. At the time of writing, there was a six-bedroom Belgravia house listed for sale on Rightmove for £47 million. We kid you not. The cheapest thing there was £100,000, and that was a parking
space. Never has a Range Rover Velar looked like more of a bargain.
If that’s not enough London for you, come April Land Rover will add the Range Rover Sport Battersea Edition, which ‘celebrates a fusion of historic charm and cutting-edge aesthetics,’ and the Range Rover Westminster Edition, which ‘pays homage to the epicentre of British leadership and heritage.’
So expect some corruption, hereditary privilege and dark influence there.
‘This series of London-inspired Editions represents a contemporary expression of the enduring dialogue between the capital city and the Range Rover brand,’ says Range Rover Materiality Senior Manager Hannah Custance. At least her job title isn’t the only thing we don’t understand.
rue de l’ecole 95420 OMERVILLE
Paris - 10km from Normandy
tours, which allow clients to explore a self-drive itinerary aboard one of the company’s current-model Land Rovers. These are still going strong but for 2026, they’ve been augmented with a set of new and revised routes in Ireland.
These include the brand new Heritage Ireland itinerary, which represents a departure from the operator’s established Wild Atlantic Way routes. Instead, it promises to take customers through the less frequently visited south and east of the country in ‘a deep dive drive from the dawn of time to 19th Century emigration.’
Starting and finishing in Dublin, the itinerary takes in Neolithic tombs, medieval castles, the geologically unique Copper Coast and poignant emigration sites including Cobh (the Titanic’s final port of call) and the Dunbrody Famine
the 6th Century monastic settlement at Glendalough, the medieval mile of Kilkenny, Cork’s celebrated 400 year old English Market and the gourmet harbour town of Kinsale.
In addition, four of Celtic Routes’ existing tours have been comprehensively updated for 2026. These are the six-day Taste of the Wild Atlantic Way and nine-day Classic Wild Atlantic Way from Connemara to the Beara Peninsula, the 13-day Two Irelands combining Eire with Northern Ireland and the Best of the Causeway Coast, a four-day experience of Northern Ireland’s dramatic coastal scenery
‘Ireland has always been one of our most popular destinations,’ says Celtic Routes’ James Markwell, ‘and this refresh represents our biggest investment in the programme to date. Heritage Ireland fills a gap we’ve
understand what makes the country tick rather than simply admire its coastline. The itinerary explores Ireland’s lesser-known corners while telling the story of a nation shaped by religion, invasion and famine.’
As with the company’s Scottish Tours, customers get to enjoy them aboard their choice from a fleet of Land Rover Defenders, Discoverys and Range Rover Evoques. Minis are available too, should that be more up your street. Either way, you’re promised high-quality accommodation on a bed and breakfast basis, a personalised mobile app with day-by-day navigation and recommendations and 24/7 support throughout the trip.
The company’s 2026 tours operate throughout the season from March to October. You’ll find them at www. celticroutes.com.
THE NEXT GENERATION OF LAND ROVERS WILL SAVE MORE THAN 50,000 TONNES OF CO2 EVERY YEAR. That’s what JLR says will be the outcome of an engineering breakthrough allowing it to remove carbon-intensive materials from the crosscar beam that’s intrinsic to its vehicles’ safety structure.
Spanning the width of the vehicle behind the dashboard, the beam does the same basic job as the bulkhead in the traditional ladder-chassis design of 4x4. JLR describes it as ‘a critical structural backbone in a vehicle’s cockpit’ which protects occupants and provides a mounting point for airbags, thus playing a key role in passenger safety. It’s also key to the structure’s NVH performance.
Crosscar beams have traditionally been made from magnesium or steel. Clearly, replacing these materials would only be acceptable if it could be done with no compromise at all to the structure’s safety performance – however this is what JLR says its engineers have now achieved. Future models will be built using a beam made from a composite material comprising fibre-reinforced plastic and steel. The breakthrough was spawned by a research project with suppliers Celanese, CCP Gransden and Petford Group. A rigorous testing programme showed that the hybrid structure succeeds in combining the lightweight properties of fibrereinforced plastic with the stiffness and strength of steel – making it suitable for such a critical part of the vehicle. Fibre-reinforced plastic can also be engineered to absorb energy effectively during impact and, when paired with steel, helps maintain the structural integrity of the instrument panel.
‘Redesigning a structural component like this isn’t just a straight materials swap,’ explains JLR Lead Research Engineer Matthew Atkinson. ‘It’s a complex engineering challenge.
‘Working collaboratively with our suppliers, we had to ensure the new hybrid material met exacting standards for safety, refinement and durability, while delivering a significant CO2 reduction. It’s a clear demonstration of how research and collaboration can drive meaningful sustainability improvements without compromise.’
Although all eyes are on electrification as the motor industry moves to reduce its
equivalent to the annual energy use of around 17,000 homes – that’s a town the size
If you were going to choose four parts of the country to represent what Land Rover means, where would your mind take you? Mid-Wales, possibly? The South Lakes? The Peaks? The Moors?
Salisbury Plain? Well, I’m a green laner at heart, but maybe a classic off-roading venue like Mansel Lacy, West Harptree, Tong or the Mud Factory might be what you think of first?
I’m also a proud Scot at heart, so the Lairig Ghru, the Flow Country, the Forest of Ae… Of course, the rights of way laws (lack of) back home mean you need to be a rich landowner to enjoy the nation’s ancient roads, but that doesn’t make them any less representative of what Land Rovers are all about. Unless Land Rovers represent freedom to you, but that’s another story.
Anyway, Land Rover has announced a series of special editions based on the four different models in the Range Rover line-up, each of them themed around an iconic part of the country. And those iconic places are… Battersea, Belgravia, Hoxton and Westminster. How very representative of the honest farmer tending his flocks from aboard a tatty 88, or indeed a jolly squire doing his rounds in an early two-door.
Yes, we all know that a Range Rover is an aspirational thing. But remind me of what owning one means you actually aspire to? Even now, I thought it still had something to do with adventure, freedom (that word again), the great outdoors… you know, the sort of things that you’re more likely to find literally anywhere else in the world than in a capital city.
I’d also point out that of all the people I know who have ever lived in London, only one has ever had a car. And it was an old camper van she had to get rid of when the ULEZ rules came in. London is a byword for all that’s chic and posh (or at least it makes itself out to be) but mainly it’s expensive, fume-filled and packed with people who want you to get out of their way.
There are those who would argue that this makes it ideal to represent Range Rovers. I would never be so obvious as to say that – but it certainly is further evidence that the brand no longer sees itself as having anything to do with the qualities that made it great.
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
a
Croytec are dedicated to developing products with style and quality
We give form to our components by machining detail into them with chamfered edges and rounded corners, under cuts, engraving and much more. We take time with care and attention to detail to ensure we deliver quality products. Our products have become a feature to many Land Rovers worldwide.
Alongside our aluminium interior and exterior trim range, our Special Order Service offers leather trim which can be designed to your requirements incorporating our colour anodised parts, to give you the ultimate Enhanced by Croytec Defender.
Rokas Baciuška was the big winner as Land Rover’s debut in the Dakar Rally culminated in first, second and fourth-placed class finishes for the Defender D7X-R. The Lithuanian driver brought his 110 home after two weeks in the desert in a time of 58h 09’ 45”, placing him 51st overall in the cars category and securing first place in Stock class by 3h 58’ over team-mate Sara Price. Success in the Dakar is not about raw speed as much as consistency, and Baciuška had that in spades as he finished every special stage on the podium. Even the short final run, a 105-kilometre out-and-back loop
from the rally’s main base in Yanbu, west of Medina on Saudi Arabia’s Red Sea coast, saw the 26 year old on the attack – despite starting with a lead which all but guaranteed victory. The margin of his victory is put into context by the fact that second-placed Price, a former Baja and Extreme E competitor, took three stage victories of her own during the rally.
The third member of Land Rover’s driving team was the biggest name in the Dakar’s history, Stéphane Peterhansel. The Frenchman has won the rally a record 14 times on two wheels and four and he too won three stages, however on this occasion he was to
be frustrated. A power steering failure on Stage 1 meant he would always be playing catch-up, then a snapped alternator belt at the start of the second week did for any hopes of a full recovery. To get as close as he did to the podium under these circumstances was a measure of the skill and experience ‘Mr Dakar’ has gathered in his many years of competing. The Stock class in the Dakar is for modified production vehicles – which must retain their original architecture, powertrain and driveline. Whereas the spaceframe specials which dominate the overall standings are all about pace, the aim here is to go quickly
while conserving your vehicle. In this sense, the driving has more in common with everyday off-roading – indeed, prior to the event Peterhansel spoke of the need to take it easy at times.
‘I’ve had the opportunity to drive the best prototype cars and ride the best bikes,’ explained Peterhansel. ‘Now it’s a return to the spirit of racing, where the challenge is to finish. In Stock, you have to manage the equipment and get the car to the end of each stage.
‘We spent time together with my team-mates and in terms of driving, they don’t have much to learn – they are very fast. With my experience, I’m telling them they’ll need to be able to slow down at times and accept they’ll need to drive more slowly if the terrain is rough or the conditions are bad. The goal will be to achieve the best possible result and get all three Defenders to the finish.’
When his Defender was on song, Peterhansel maintained a level of pace which would have kept him right in the hunt for victory. Such was their dominance, indeed, the trio of works
vehicles from Defender Rally achieved 1-2-3 class podiums on ten of the Dakar’s 13 stages.
‘It was my dream to win Dakar,’ said Baciuška after the three Defenders had crossed the finishing line together in Yanbu. ‘For the first year for Defender, it’s amazing. Our mechanics did a great job – what they do is unbelievable, working every day until early in the morning to prepare the cars for the next stage. I give my thanks to them, the engineers, the entire team because without them, we would not be here.’
Based on the range-topping 110 Octa model, the Defender D7X-R boasts a twin-turbocharged 4.4-litre petrol engine. Running a wider track and raised ride height on its specialised Bilstein suspension, it’s modified from factory spec but only in permitted areas. The vehicles themselves came off the same production line as customers’ cars before being delivered to the Defender Rally workshop – where they will now be maintained ahead of further competitive forays in the FIA 2026 World Rally-Raid Championship.
Above: Stéphane Peterhansel knows more than anyone else about what it takes to succeed in the Dakar. But he also knows that out there in the desert, you’re in the lap of the mechanical gods – and first a power steering failure, then a broken fan belt, meant he was out of contention almost from the start
Left, below: Like Baciuška, compared to Peterhansel Sara Price is a relative newcomer to desert racing. The advice from ‘Mr Dakar’ was to back off when the terrain got rough – it’s easy to assume that it’s all sand dunes, but dealing with rocky ground is a key part of the job
Pic (above): MatteoGebbia / Edophoto / GEB3
Pic (below): @mchphotocz
WE RECENTLY SHIPPED A 1999 LAND ROVER FORWARD 100 TO SAN JUAN, PUERTO RICO FOR CLIENT HUGO PICTURES BELOW SHOWING THE BEAUTY OF PUERTO RICO
Price: £950.40 inc VAT Available from: www.expedition-equipment.com
THE DC40 PORTABLE POWER PACK is at the top of the National Luna range available in the UK from APB Trading at www.expedition-equipment.com. With a true 40A charge current, 600W solar regulator and additional DC input source, it features a range of outputs including four quick-charge USB ports, standard 12V automotive sockets and 50A heavy-duty couplers.
The super-sized unit can be charged from your vehicle’s alternator, solar panels, DC sources such as wind generator or an AC-DC power supply, as well as external battery chargers. It comes complete with cables and a monitor, and you can also connect an optional remote display to keep an eye on battery voltage, charge current, battery temperature and charge state.
The power pack measures 498mm x 280mm x 306mm and cam take a battery measuring up to 325mm x 180mm x 280mm – a battery is not included, so that’ll be your next stop after buying one. It has 12v and 24v inputs and supports solar panels up to 42v, and its six-stage intelligent charge algorithm allows it to be used with AGM, gel, wet, calcium and lithium-ion/ LiFePO4 batteries. It’s compatible with smart alternators, too, and features protection against overheating, short circuits, reversed polarity and over-voltage.
www.exmoortrim.co.uk |
EXMOOR TRIM IS KNOWN FOR MANY THINGS, but Molle panels are probably not the ones you’d think of first. You might now, though.
The Devon-based company offers a range of panels to suit various areas inside the Land Rover 90 and 110. And at the time of writing, it had special offers on the go on several of them.
These include the Defender 90 Side Molle Panels kit, which protects the vehicle’s side panels as well as providing plenty of flexible stowage options by being compatible with all standard Molle pouches. These would normally cost you £349.99 for the pair, but get in there soon and you’ll get your hands on them for the special price of £314.99.
Moving back through the vehicle, Exmoor also has a complete kit of Defender 90/110 Rear Door Molle Panels. This includes upper and lower panels for the door itself plus one for the window, with the latter also available on its own.
The racking system was designed specifically for Defenders dating from 2002 onwards, however Exmoor also offers RDX New Style Rear Door Cards to fit Defenders and pre-Defenders from 1983-2001, allowing these to become compatible too. One again, the panels will accept any standard Molle pouches, allowing you to make the
most of the stowage capacity around your Land Rover’s cabin.
The window panel is priced at £100 on its own, or £90 while the current
Each bar contains 12 individual LEDs and has a
flux of
lumens, illuminating the road or track ahead to a range of up to 270
offers are on. For the full kit, it’ll cost you £252.00 – though this is reduced to £210.00 if you don’t hang about. All
It’s all encased in a heavy-duty body fronted with a hard-wearing polycarbonate lens, boasting IP69K protection and covered by a 5-year guarantee. With over and under voltage protection, a thermal management system and a 5000-hour life, the LEDriving SX300-SP is the sort of light bar you get from a brand like Osram. And with a normal price of £102 knocked down to £84 at the time of writing, you’re getting it for the sort of price that makes you wonder why anybody would waste their money on a box-to-bin one.
We’re on Facebook: www.facebook.com/thelandyuk To advertise in The Landy, call our team on 01283 742969
Price: POA | Available from: bodylogic@simtekuk.co.uk
Agreeing on things is something the human species is getting worse and worse at all the time. But when it comes to simplicity being good, we’re all singing from the same song sheet on that.
Now, a ‘smart transmission shifter replacement’ that can ‘directly replace the XYZ switch in all applications’ doesn’t sound like the simplest thing in the world. But when its job is to simplify everything around it, you can forgive that. The not particularly simple thing in question is what you see here, the BodyLogic Shift-X kit from Rochdale company Simtek UK. Developed for bespoke conversions, upgrades and special vehicles featuring automatic transmissions, it replaces the mechanical levers and linkages involved, simplifying the gearbox control in the process while also allowing the addition of further functionality
It also frees up extra space in the cabin by deleting all the levers and linkages –something that can be very relevant in vehicles like expedition trucks which carry a lot of incidental kit.
The Shift-X system brings the gearbox controls up to a modern standard, which would be enough on its own for many of us. However there’s more to it than that, too: in addition, it can interface with other vehicle systems, such as electronic hand brake controls, where required. Further features it brings include security lockout; start, inhibit and reverse lights and dash and warning displays. It allows active control of modified gearboxes, diff locks and high/low range shifting, and for special applications it allows control of PTOs and sub power systems.
Simtek offers the BodyLogic Shift-X in kits of various levels – which include the bracketry for certain models.
It probably won’t surprise you that fitting one is not a job for your average DIY spanner man. Simtek describes it as being ‘moderately’ difficult and recommends that the conversion is done by ‘an experienced vehicle technician with the appropriate experience and equipment.’ Something we can probably all agree on: after all, simple is good.
For a decade, the BFGoodrich® All-Terrain T/A KO2 set the benchmark for durability, traction, and reliability. Now, BFGoodrich is raising the bar once again with the launch of the new KO3 pattern—a tyre designed to meet the evolving demands for those who enjoy offroad adventures.
The KO2 has earned its reputation as a go-to choice for Land Rover owners, thanks to its robust construction and all-terrain versatility. The new KO3 pattern takes everything drivers love about the KO2 and enhances it with the latest advancements in tyre technology.
The new tyre is built to overcome any challenges thanks to the CoreGard technology; offering increased sidewall toughness from split and bruise-resistant tread compound, derived from the BFGoodrich® race proven tyre.
Built for excellent mud and snow traction with 3PMSF (3 Peak Mountain Snowflake) certification.
• Advanced Tread Design: The KO3 features a re-engineered tread pattern that delivers superior grip and stability, especially on challenging surfaces.
• Stronger Sidewalls: Reinforced sidewall technology provides extra protection against punctures and abrasions, with an updated Serrated Shoulder design and Mud Phobic Bars, engineered to maximise handling on and off-road.
• Optimised Performance: Whether you’re navigating wet roads or loose gravel, the KO3 is built to perform in all conditions, giving you confidence wherever your adventure takes you.
The KO3 will be introduced to the UK market in a carefully planned rollout over the next 12 months. New sizes will be released in stages, ensuring that drivers can find the perfect fit for their vehicles. As the KO3 range expands, it will gradually supersede the KO2, offering Land Rover enthusiasts the latest in all-terrain performance.
*Please note not all fitments will have Raised White Letters
The arrival of the KO3 marks an exciting new chapter for drivers who demand the best from their tyres. With its blend of proven durability and cutting-edge innovation, the KO3 is set to become the new standard for off-road excellence.
Land Rovers are returning to Bath & West this April for a weekend filled with Land Rovers!
Exhibitors old and new will join us, selling everything from parts & accessories to tyres, clothing and toys. Talk to overland adventure specialists about your next trip, discuss modification options with companies with the know-how and other experienced Land Rover owners.
Green laning is a lifelife for people with limited mobility who want to enjoy the countryside. And in giving them that freedom, it can be the key to better mental health too
It has long been understood that 4x4 access to the countryside, via what’s left of the green lane network, can be a lifeline for people with limited mobility. And as if to remind us of just how valuable the lanes are, Lancaster Insurance has shared the story of a couple for whom the hobby has allowed them to stay positive in the face of chronic health issues.
An official insurance partner of the Green Lane Association, Lancaster introduces Colin, 52, and Tamara, 36, from Northamptonshire, who became a couple 15 years ago. Back then, they were avid walkers – but both went on to suffer physical problems that put a stop to their old pastime. Tamara suffered a slipped disc in 2014 and was later diagnosed with osteoarthritis and permanent nerve damage. She also has recently undergone spinal fusion surgery. Colin, who lives with fibromyalgia, experiences widespread pain and extreme fatigue. It could have been a permanent retreat from the outdoors for the couple. But instead their challenges led to a new beginning – thanks to the
discovery of green laning. Being able to access the great outdoors on four wheels has allowed them to manage the frustrations of their conditions, meet new people and get back out into the countryside once more.
‘At first, I couldn’t see much happiness in my future,’ explains Tamara. ‘Whenever I tried to look ahead, all I could see was that I was limited because of my physical health. All I focused on were the negatives.
‘Having something to look forward to is important for your mental health and wellbeing. So, being able to say, “Sunday looks nice, we’ll go out and check out a couple of green lanes and take a little picnic along” makes such a difference to your week.’
Being based in Northamptonshire could limit their laning to just the summer months, as the county is (in) famous for its widespread use of winter TROs. But Colin and Tamara regularly head further afield, too, to explore the lanes of Wales and Derbyshire.
In addition, Colin has volunteered as the Green Lane Association’s Northamptonshire Rep. In this role,
he helps to keep rights of way open, welcomes new members and liaises with the local authority, police and other stakeholders.
‘I make the most of the summer evenings and take members out, and some of them have commented to me that they didn’t know the lanes were there,’ explains Colin. ‘It’s so rewarding to help people find things they didn’t know were there and discover the countryside.’
Summarising the couple’s love of their new passion, Tamara comments: ‘Green laning has given me something to look forward to enjoying again. I’ve been able to get back into nature, which is where I tend to be happiest.
‘We’ve made some good friends. It gives me peace and relaxation and has done wonders for my mental health.’
The couple’s story is a testament to the immense value of the rights of way hierarchy – and the vital work the Green Lane Association does in preserving England and Wales’ historic network of green lanes and making the countryside accessible to everyone that uses it.
As we all know, green lanes are under constant threat of closure. Their management is a delicate balancing act, and one to which the Green Lane Association brings a huge amount of skill and experience, however there is also constant pressure by malignant self-interest groups whose aim is to see the countryside purged of all motor vehicles and those who use them –people just like Colin and Tamara, though the anti-freedom movement is only too happy to perpetuate a wholly inaccurate narrative of green laners being vandals and thugs.
Lancaster Insurance hopes that with its continued support of the Green Lane Association, stories like Colin and Tamara’s will become more widely recognised as the truth of what green laning is really like. Together, the organisations champion responsible access to the lanes, ensuring that they can be enjoyed by future generations.
Lancaster’s Yvonne Gosney says: ‘We’re proud to partner with the Green Lane Association and raise awareness of the important work they do. Colin and Tamara’s story shows just some
of the benefits that exploring the great outdoors can have, and the joys that green laning can bring to everyone.’
Tristan Craddock, director of the Green Lane Association, adds: ‘Colin and Tamara’s story illustrates the many mental and physical health benefits green laning brings to people of all ages. We’ve done a lot of work to help those with mobility and health issues to access our network of byways and unclassified roads and we believe that these historic roads are a wonderful resource to enable truly inclusive access to the countryside.’
Reflecting on his and Tamara’s journey through life’s challenges, Colin reflects: ‘Rather than being stuck at home watching television all the time, green laning has brought the outdoors back to us.’ Every time a lane is closed, another nail is hammered into the coffin of countryside access for people with mobility issues – a stark reminder of just how greedy the anti-vehicle faction really is, and of how important it is that we have the Green Lane Association standing up for a freedom that’s even more precious than most of us know.
www.terrafirma4x4.com
To advertise in The Landy, call our team on 01283 742969
We’re on Facebook: www.facebook.com/thelandyuk
Traditional challenge events were left behind in the race to build ever more expensive vehicles, but the budget off-roaders from back in the day are a reminder of how relevant a back-to-basics winch series could still be
We all know how it goes in motorsport. It starts off with a few mates getting together to do it for fun and everyone can afford to take part. Soon someone does stuff to improve their car and everyone has to follow along if they want to stand a chance, and the arms race has begun. Almost immediately, people start dropping out because they can’t or won’t spent the money it takes to keep up. Others with more money join the fray, the best of the originals battle to live with them, the budgets get bigger with every new build that enters and within a few seasons, a sport you could be part of for a couple of grand is now locked out by people with six figures behind them.
It’s sad but inevitable, competition being what it is, that this will happen. It
takes longer with some forms of sport but in the world of winch challenges, there was a specific reason why progress (if that’s what you want to call it) happened at breakneck speed.
See, at Le Mans (to use a well known example), you get GT cars, prototypes and hypercars racing together. The differences in top speeds can be frightening but all the drivers know the score and crucially, they’re all race cars on a race track. With winch challenges, the organisers have to set out a course that’ll provide the top teams with meaningful competition – the problem being that in doing so, they create one which is basically impossible for anyone in a low-budget vehicle.
Ironically, Le Mans has in the last few years introduced major rule changes designed to make it less
about how much money you’ve got and more about how inventive your engineers are. The winching game, meanwhile… well, it’s thriving at the top end, for sure, albeit no longer in the traditional punch-hunt format, but where once there were several clubs running regional and national championships of their own, a search through some of the best known from back then now yields a depressing series of ghost websites and Facebook pages populated only by other thirdparty spam.
This is of course nothing whatsoever against the big-budget guys who have won their way to the top levels of extreme off-road sport. And we have to recognise that for those looking to run old-school punch hunts, there’s been at least one high-profile case of an
organiser giving up after being targeted by a no-win-no-fee lawyer. Still, in many forms of motorsport the final step in the arms race has been the creation of back-to-basics events for the sort of people who were priced out early on. So maybe there still is hope. We’re talking about a sport whose growth from real-world to big-money coincided almost perfectly with Britain’s descent from thriving economy to financial basket case, after all.
This here 88” Series III Land Rover is a perfect example of the sort of vehicle people were building back then, in the days when it was possible to get out there and compete in what was basically a playday motor. Dating from 1983 and thus a pretty late one from the days of the sought-after 2.25-litre five-main-bearing engine, it was built by
– who wanted
provide the answer for would-be challenge competitors on a budget. Back in the heyday of the winch scene, he ran a business developing and supplying affordable vehicle mods; this truck was a showcase for them, and perhaps it
Family run guest house and self catering cottages with spectacular views, en-suite bedrooms, comfortable lounge bar and excellent home cooked food.
Pressure washer, drying room, map room with local lanes marked, on-site 4x4 course, guides and GPS hire available.
A very popular venue for both individuals and groups of 4x4 enthusiasts
could still now provide inspiration for people wanting to get back to the old days of real-world challenge events.
‘I can do a Series III to entry-level challenge spec for about two grand,’ Paul told us. Inflation has happened since (oh, and has it happened) then but you get the point. His own truck would have stood you a bit more even then, being equipped with a full cage and premium tyres (32” Simexes, since you ask); the former wasn’t mandatory in a lot of challenge events back then, though we’d question the sanity of anybody competing without one, and of course Simexes have long since gone from the UK and been replaced by various makes of remould for hardcore off-roaders on a budget.
Elsewhere, the 88 runs parabolic springs and uprated shocks. Paul told us that he might not have bothered with them had the original Land Rover bits not needed replacing anyway, but
they were worn out and if you’re going to do the job you might as well do an upgrade at the same time. The springs are more flexible and also provide a slight lift, both of which are useful, and while the shocks are standard length they soften the ride on rough ground. Possibly not ‘useful’ as such, but definitely a good thing when, as is the way with punch hunts, you’re on board for hours at a time.
Overall cost? About £100 more than the standard Land Rover bits. Worth it? If you even have to stop and think about that, try seeing it as £25 a corner. There’s low-budget and there’s borderline psycho…
As we’ve already suggested, the same could be said of the roll cage. You might be allowed to compete without one, but of all the places not to try and save a couple of quid.
Paul’s was built to ALRC spec, for the simple reason that the Association
of Land Rover Clubs was the only off-road motorsport body he could find that gave clear instructions on how cages had to be built. You can satisfy the FIA with a design that won’t pass muster with the ALRC, which sounds a bit mad but has the benefit of competitors knowing exactly where they stand. Paul was happy that by following the association’s rules, he was building a safe cage – and having had it scrutineered and logbooked, he was able to compete in member clubs’ CCVTs and comp safaris if he wanted. Both Paul and his co-driver Martin Payne had plenty of experience in both those disciplines, as it happens. ‘I suppose the basic principles of off-road driving remain the same,’ said Martin. ‘If you’ve got them in place, you should be able to transfer from one type of event to another without too much difficulty.’ One of those principles is of course that titles and won and lost in
We’re on Facebook: www.facebook.com/thelandyuk To advertise in The Landy, call our team on 01283 553244
the workshop just as much as in the mud, and the two of them were rarely out of it.
Now, comp safari is definitely a form of off-roading in which highbudget vehicles came to overwhelm the real-world motors that brought it to life. But Paul had a different reason for leaving it behind to go winching instead. ‘When you compete in safaris,’ he said, ‘you probably spend no more than 30 minutes behind the wheel during any one event. With challenge competitions, you’re often there all day!’ Ditto for trials, except your actual driving time will be closer to three minutes than thirty.
Paul actually built the cage by modifying a rear hoop that was already in place when he bought it (from Martin, funnily enough). Down below, further high-tensile steel went into the rock sliders – box rather than tube this time, but still just as capable of taking the vehicle’s weight. Even back then, in the days before everyone had to be in a spaceframe buggy on tyres you can see from space, it was still normal to run 35” rubber, so Paul was at an immediate disadvantage on his 32s – meaning those sliders were more important than ever if he wasn’t forever to be stuffing his sills into the deck.
Not that he could have gone much bigger if he wanted to retain that ALRC ticket, because the association’s regs
mandated a maximum height of 33”. And anyway, the investment in tyres was one of the big decisions he had to make when building the vehicle. ‘It was a toss-up between the Simexes and a diff-lock,’ he told us. ‘I thought the tyres would give me a greater benefit in maintaining traction and I’d be less likely to need a locker.’ These days it’s normal to have 40” tyres and two lockers, not to mention three winches and each of them owes you more than Paul’s entire budget for this truck, but this was a time when a mouse could still roar. Anyway, Paul seemed pretty happy that the 32x9.50R16 Simexes were proving to be the right choice. Something else it’s normal to have these days is a big beast of an engine. Punch hunts have largely given way to the European version of US-style rock racing, after all. But Land Rover’s little 2.25 petrol was just fine, even with taller tyres to turn and the extra weight of a winch and roll cage. ‘I’m not looking for masses of top-end power,’ Paul explained. ‘It’s not how much power you’ve got that’s important, it’s what you do with it.’
The winch in question, a Warn 8274, was the other big-ticket item on board. No twin-motor top, no reduction gearing, no uprated mainshaft, no air freespool, just a winch. Imagine that. No synthetic rope either, just steel cable. And for spares, Paul also had
an 8274 on his tow vehicle, which just happened to be a Camel Trophy 110. Juicing it all up were three lorry batteries, which can’t have done anything for the truck’s overall weight but definitely helped with the budget as Paul had them lying around his workshop.
Modern rock rigs tend to have a hull like a battleship, but Paul’s only concession to underbody protection was a steel guard for the Land Rover’s steering. His view, and a commendable on it is, was that common sense is the best protection. The front bumper, meanwhile, was military spec, with more strength than the civvy equivalent and a design that’s less likely to dig in to mud and end up pushing the wings back. A particularly unusual addition here, too, was two blocks of wood positioned just inside the wings to prevent them from flexing. ‘The wood has just enough flex to allow movement,’ Paul explained, ‘but enough strength to prevent the wings from being crushed altogether.’ Who said modifications had to be expensive?
On that subject, said blocks of timber are slotted in between the wings and the winch cradle. Paul picked this up for £80 and welded it on to the top of the military bumper, saving the cost of a purpose built unit and also keeping the winch well out of the way
where it wouldn’t go interfering with his approach angle.
Nothing flash and fancy, then – just the bare necessities of winching life. It was the same inside, with just a CB and the all-important cubby box for Martin’s sandwiches, while the pick-up bed was home to a set of waffles and a ground anchor, as well of course as the rear stays for the roll cage. No fancy boxes for storing spares and recovery equipment, because they’re not strictly necessary and just add to the cost.
Even back then, in the relatively early days of winch competition, Paul
was still at a disadvantage compared to bigger budget trucks with twin ARBs, 35” tyres and winches front and rear. And these days, even those trucks would be nowhere. But with the traditional punch hunt scene currently just a shadow of its former self, perhaps the opportunity is there for an organiser to recreate the great days of 25 years ago. There’s a whole new generation of off-roaders for whom an old campaigner like this would be the perfect template for a welcome return to winching as one of the most affordable forms of motorsport.
all Land Rovers. Its engineering and design give it real charisma, but parts aren’t readily available. Restoration projects require deep pockets, but see it through and the result will be worth mega bucks.
The Series I, particularly in its 80” guise, is the most sought-after of
Gone are the days where you could use a Series I as an actual Land Rover. Because with restored examples changing hands
£5000-£85,000
for millionaire money, preservation is the aim of the game.
The earlier the vehicle, the more it will be worth. The sky’s the limit – but can you really put a price on such an icon?
Pros: Heritage, charm, a true classic, the original Land Rover Cons: Availability of parts, price tag on early 80s Series I (1948-1958)
Cons: Not yet as desirable as the earlier Series models Series III (1971-1985)
terms, keeping the same 2.25-litre engines throughout the length of its production run. In 1980, the engines switched to a more durable five-bearing crank rather than the old threebearing setup. The transmission also received syncromesh on all forward gears to make it easier to live with.
£2500-£35,000
They still carry the simplicity of earlier Land Rovers, but the Series III remains the most affordable way into owning a leafer.
Pros: Most affordable route into Series ownership. Still has the Series pedigree. Parts still widely available
Lightweight (1968-1984) £3500-£22,000
These military vehicles can easily be distinguished from regular
Land Rovers. To mimic the civvy Series machines, the Series III model built from 1972 onwards, also had its headlights switched out to the wings.
Lightweights add an extra dimension to owning a Land Rover. Their military history and details mean you get a truck with more stories to tell – and that stands
Early
These
Rovers
coilsprung suspension, new engines and a world-beating level of rugged off-road capability.
out from the crowd. They’re a rare breed, though – so if you’ve got one, it’s worth keeping hold of.
Pros: Not like all the other Land Rovers out there. Military background. Lovely 2.25 petrol Cons: Appearance isn’t to everyone’s taste. Exclusivity over regular models means they command a price premium
Don’t be fooled by high prices. Values have dropped in the last two years, and only a real rarity in pristine nick is worth the money that used to be commonplace.
Pros: Excellent parts availability. Easy to work on. Unlimited potential for mods and restos
much of that early charm. Prices seem to have peaked now, however they still remain strong for good examples.
A 2.25 petrol 88” would be our pick, as the diesel engines were underpowered and rather noisy.
refinement. While the engines have excellent longevity, they need to have been maintained properly. Be thorough in your checks, both under the bonnet and underneath the body.
refinement, but this is seen by many experts as the best Defender of them all.
The LT77 gearbox in the 200 Tdi is more truck-like than the later R380, and these vehicles didn’t come with bling. Just be sure it’s an original Tdi you’re getting, not an old Discovery conversion.
Pros: The perfect combination of tradition and modernity
Cons: Lots of horrible and/or deceptive ones around
Cons: Bulkheads and chassis rot, springs prone to seizing Series
The Series II/IIA has a wider stance than its predecessor and adds an extra (thin) layer of
rarity – with all the cachet, pride and immense awkwardness that comes with this status.
By ‘rare’, we’re talking about less than 2500 Series IIA FCs in total. And they tended to have a very hard life, so not many have survived to tell the tale.
Pros: A sound investment to restore – and enjoy
Pros: A Land Rover like no other, if that’s what you want Cons: Especially brutal to drive, and to find parts Series IIA/IIB FC (1962-1971) £2500-£15,000
Forward-Control models differed from everyday Series IIs by
Only ever
the time came for demob. They were flogged off at very low prices and turned into off-road toys –not something you’d do with one today, given the rarity and classic value they’ve taken on.
having heavy-duty ENV axles, but engine-wise they had the familiar 2.25 petrol and diesel lumps. So, don’t expect performance – but do expect to be given an ‘interesting’ time in the workshop…
£7500-£26,000
Compared to the IIA/IIB FC, the 101 is more fun thanks to its V8 engine. It’s still a military tool, though – some still have fixtures and fittings from their Army life, which adds interest. This is a vehicle for enthusiasts, though, with costs that are sky-high even by Land Rover standards. Pros: Master of the road. Lovely V8 soundtrack. Everybody who sees one loves it Cons: Monumental running costs. Expensive to buy, too
The 127
motor. It’s popular for homebrewed overland conversions, too. Almost all 127s have had an engine conversion by now, too. Lots to be wary of, then – but it’s a hell of a lot for your money. Pros: Enormous size means
work truck tend to go for a later 130, so the 127 is more of an enthusiast’s
The 300 Tdi engine is very different to the 200 unit it replaced, though
the two are related. It’s much more refined and smoother to drive, though there are more electronics involved so later versions in particular are less of a DIY fix.
The arrival of the 300 Tdi also brought with it the R380 gearbox. This used to have a terrible reputation for relability, but most have been put right by now and they’ve
£3500-£40,000
become sought after for their light clutch and better shift action.
It was during the Tdi era that Defenders started getting things like alloys, too. You might even find one that’s not been off-road… Pros: Strength and simplicity. Perhaps the definitive Defender Cons: Sure to be very different to when it left the factory
TDCi (2007-2016) £6500-£275,000
The last Defenders gained modern 2.4 and 2.2 TDCi engines and
smooth six-speed gearboxes, They still had phenomenal off-road ability and were even okay to sit in. Famously, this was the Defender that actually had a dashboard You can find special editions and boutique conversions to TDCi models that cost obscene amounts of money. You will pay a premium for any these late
It’s also a notable classic in its own way, as it heralded the start of the company’s modern era. It has its issues, though. The viscous coupling is expensive to replace and can be upset simply by running mismatched tyres.
The 1.8 petrol used to be notorious for head gasket failures. Today’s replacements are much
are people who do just that, preferring to invest new-car money in a restoration than spending it on a current model.
It’s a smart policy, too. An early two-door can cost mega money, but any Classic will appreciate in value if kept in good condition –and sought-after rarities like the CSK and LSE can be a gold mine.
a strong performer. It does lend itself to being tuned though, so watch out for abused ones and knackered examples that have been pushed beyond the limit.
As with all Defenders, you’ll need a rear crossmember sooner or later – or even a new chassis.
still be a DIY machine. Parts are in plentiful supply, as is specialist knowledge – and it’s one of the best Land Rovers ever.
Defenders, however the era of skyrocketing prices seems to be over and TDCis have dropped further in value than the Td5. So a good 2.2. could now be quite a shrewd investment
Pros: Efficiency, creature comforts, off-road prowess
Cons: Price, electronics, TDCi engine is unloved
more robust, but a late diesel is your best bet. Even these can go calamitously wrong, though. This was a more complex car than it needed to be, and buying one for sweeties now doesn’t change that.
Pros: Cheap to buy, no big rust issues, surprisingly able off-road Cons: All sorts of things can go wrong, some very expensively
An awful lot of Rangeys have been neglected and/or abused, and you can still buy they cheap. But if you’ve got the skills, and access to parts, restoring one would be the ultimate hobby that pays.
Pros: Most usable classic Land Rover, V8 power, ride quality
Cons: Rust, availability of parts for early models
Range Rover (2002-12) £2200-£24,000
The Mk3 Range Rover hit new
of luxury and was more reliable than the P38. It’ll still cost a lot to run, however, and drivetrain faults and underbody corrosion are not unknown.
The TDV8 engine is sublime, but you’ll pay more to get one –especially the 4.4, though the 3.6 has all the power you need. The V8 petrol, on the other hand, is temptingly cheap. Guess why…
This isn’t a DIY motor, but it certainly is a Range Rover, with brilliant off-road and towing skills. It relies a lot on electronics, but they work wonders – and the deepdown engineering is very robust.
Pros: Great off-road, luxury, image, TDV8 powerplants
Cons: Very complex. Huge running costs
The Td5 engine is arguably Land Rover’s most reliable unit and it’s
Despite having more electronics than the Tdi, a Td5 Defender can
(2020-on)
If the subject of the new Defender comes up in enthusiast circles, try
The fourth-gen Range Rover is a majestic 4x4. All the engines in the
to steer it away on to something safer. Like Brexit, for example.
Much as it may infuriate purists, however, the Defender is actually a very wonderful thing. It’s kind of like an old one, only with space, comfort and equipment.
The big difference is that you can’t work on it yourself. This goes for maintenance and, crucially,
it replaced. It’s a refined and affordable SUV with a strong engine, good equipment and a decent level of practicality.
It’s become one of the most reliable Land Rovers out there, too.
But do be aware of the rear diff and Haldex unit for costly outlays.
The 2.2-litre diesel engine is a strong performer, though for a
own, even today. The problem is that they’re very complex and very, very good at going wrong. Air suspension failure is the norm. Head gaskets can let go. Electronics are laughably flaky. And parts can cost the earth – as will the labour bills. Perhaps worst of all, nowadays it’s very hard to find one you can be sure hasn’t
range supply copious amounts of power, and its road manners are absolutely impeccable.
It’s startlingly capable off-road, too, even if getting one muddy would feel like bad form. Most that leave the tarmac probably do so only when their owners are in the mood to blow some grouse out of the sky.
a supreme off-roader as well as
Pros: Off-road capability, power, overall reliability. Very well suited to being modified
Cons: Rear chassis, premium prices, monstrous road tax on later vehicles Defender Td5 (1998-2007) £3000-£35,000
£45,000-£185,000
making modifications – a market Land Rover wants to take back and have for itself. It won’t hold its value long-term the way an original-shaper does, either. But this is still a superb vehicle.
Pros: Comfort, capability, rugged fitness for purpose
Cons: Not cheap to buy. Lacks the old one’s basic charm
bargain search out one with the unpopular 3.2 petrol unit. Either way, it’s a fine SUV to drive. Prices have fallen since the production ended, too – £15,000 now gets you a late one on tiny miles.
Pros: Reliability, refinement, economy of diesel engine
Cons: Transmissions can wear quickly if used for towing
spent at least part of its life being worked on by idiots Still, you’ll get a classy motor with proper off-road and towing skills. It’s becoming a classic, too, and prices are still tiny considering everything you get.
Pros: Luxury, price, a Land Rover that doesn’t rust Cons: Electrics. Be very afraid
Inside, the Range Rover’s cabin is superb, with sumptuous trim and cutting-edge equipment. Prices are, of course, as immense as the vehicle itself. But if you can afford it, so too is the presence a Rangey will give you.
Pros: Class, luxury, engines, vast all-round capability
Cons: Price
The second-generation Range Rover Sport is 400kg lighter than
the original, meaning it’s almost economical to run. It feels really nimble and agile on the road, too, and it comes with a range of engines giving it a brisk turn of pace.
Some won’t like the flamboyant posture, while others will love it. Either way, inside the cabin it’s very nearly as luxurious as the full-house Range Rover.
£13,500-£65,000
If you can afford the SVR model, you’ve got a super-SUV with rap star image. In every case, though, running costs will be vast. Parts don’t get any cheaper because you bought it second-hand…
Pros: Performance, refinement, handling, glorious interior
Cons: Marmite image. Pricey to buy and run
Range Rover Sport (2022-on)
Hilariously, this is what counts as the affordable way in to owning a
new Range Rover. The Sport is less about being chauffeur driven and more about lording it over other aspirational school runners, but once again it’ll be lovely to drive.
Like the full fat Range Rover (a phrase which has never felt more appropriate), the Sport is available with an old-school V8 engine that gives you racecar performance in
£80,500-£145,000
return for NASA-level emissions. Most UK customers with opt for an altogether healthier plug-in hybrid, but they’ll still get a vehicle that’s brutally fast a well as being able to do the normal Range Rover stuff.
Pros: Smooth, refined, comfy… and game for a laugh, too
Cons: Still hasn’t quite shed its proceeds-of-crime image
When the Evoque was launched, it signalled JLR’s intent on hitting
and
Evoque (2011-19) £4500-£31,000
the masses. Given that it was the company’s fastest-selling vehicle, they clearly hit the brief, even if it wasn’t for the traditional Land Rover owner.
It’s actually still a capable thing off-tarmac – but it’s definitely more at home on the road. Nevertheless, it is economical by Land Rover standards and
because of its particularly handsome exterior. It’s based upon the same architecture as the Jaguar F-Pace but has greater off-road ability and is available with a wide choice of engines, most of which combine good economy with usable everyday performance.
because there are so many out there, used prices are tempting. There’s a Convertible model, too, as well as three and five-door tin-tops. We say stick to the latter, and be sure to get one with 4WD.
Cons: Cramped rear seats, not as practical as a Disco Sport Range
Pros: Economy, handling, iconic concept-car image
Evoque has adopted a similiar back end to the larger Velar. It’s not just the exterior that mimics the looks of the larger vehicle, however, as the Evoque has gained the latest Touch Pro Duo tech and a hike in quality.
The main highlight of the new Evoque is the fact the majority of the range is made up of mild
hybrids, available with diesel and petrol engines combining to an electric motor. Only the base D150 Evoque escapes the electrification, and we’d avoid it as it doesn’t have four-wheel drive.
Pros: Feels like a proper Range Rover inside
Cons: Petrol engine is poor on fuel economy, even as a hybrid
it came out. It was very much designed to be a trend setter. But is there a whiff of style over substance? Well, it’s a very good SUV. But you don’t half pay a premium for those suave looks...
Pros: Stylish design, chic cabin, excellent tech features
Cons: Feels like an indulgence, especially at such a high price Range Rover Velar (2017-on) £22,500-£85,000
The interior was Land Rover’s most advanced cabin yet when
most most reliable units ever. It drives well, too – mated to a manual box it has more guts even than the V8 option, which is surprisingly bland but predictably thirsty. Whereas the Disco 1 was prone to body rust, the D2 is fine here. Instead, its chassis rots like a carrot, especially towards the back end. Also at the back, seven-seat
a Discovery in name only.
It’s a more practical proposition than the closely related Evoque, and you won’t need to live with the fear of Posh Spice jokes.
models had air-suspension, with all the horrors that brings.
Mainly, D2 owners will tell you about rogue electronics. And leaky sunroofs. They still love their trucks, though, which says a lot.
Pros: Td5 power and reliability, great all-rounder, lots of choice Cons: Chassis rust, electronics, leaky sunroofs, air suspension
with the same 100” wheelbase and a slick body containing a spacious, flexible cabin. It was well equipped and refined, and it came with the wonderful Tdi engine.
There are some tidy deals to be had on late high-spec examples now – though if you do a
The Disco 3 is an astonishing allround vehicle.
Over time, the Disco’s epic ability meant almost all of them were hammered at playdays. Lower body rust is a big killer, too. So it’s rare to find a good one now,
and capable off-road, genuinely luxurious and a giant of a tow truck, and as well as being able to seat seven adults it can be turned into a van with a totally flat rear load area.
But it was also astonishingly complex, and these days it has a reputation as a money pit. Air suspension and electronic
and when you do they tend to be priced with a lot of optimism. Very early ones in tip-top condition are full-on classics, too. For a sound one to own, we’d look for a tidy 300Tdi.
Pros: Price, practicality, parts availability. Epic off-road ability
Cons: The body rusts like it’s been doused in sea water Discovery (1989-1998) £800-£15,000
handbrakes are big sources of woe, cam belts are a body-off job to change and rust is becoming more of an issue. Get a good one, though, and it’s all the car you’ll ever need.
Pros: Good at everything. Lots of accessories available now
Cons: The phrase ‘money pit’ crops up time after time
after the first. That’s because once again, it’s related to the Evoque, which was ready for a full new model in 2019.
The Sport is a premium midsized SUV with seven seats and a decent level of off-road ability. It’s a massively popular choice for the school run – and, with the arrival
EDITION 4 CATALOGUE OUT NOW! NOW WITH SUSPENSION ARM RANGE
MAINTAINING THE STANDARDS OF COMFORT, HANDLING AND SAFETY
Engineered to the highest standards, PROEVO+ meets the demands of the JLR aftermarket in terms of performance and reliability.
BUILT TO EUROPEAN SPECIFICATION
PROEVO+ products are manufactured to European specification, giving customers and vehicle owners peace of mind.
EXCEPTIONAL RESPONSIVENESS AND STABILITY
High quality materials and advanced manufacturing processes ensure there is zero compromise in vehicle dynamics and handling.
Series I 86” ST (1954). Ex-military 4x2, converted to 4x4. Nut and bolt resto on original chassis and bulkhead. Engine, gearbox, transfer case, axles, brakes and suspension overhauled. MOT July. £34,500. Cardiff. 07770 441044 02/26/001
Defender 110 TD5 (2002).
176,800 miles. Tent, awning, 200W solar 42l water tank, diesel heater, cool box, pro built leisure system. OME lift, snorkel, rust protected chassis. £26,995. Nantwich. 07389 185571 03/26/007
Defender 110 Td5 (1999). SVX alloys, VGS windows, rack, +2” lift, snorkel, LEDs, Raptor console, Pioneer stereo. Huge list of new parts. Full respray. Solid chassis and bulkhead. £19,000. Bristol. 07923 293375 03/26/006
Series II 88” 2.25 petrol HT (1960). 105,000 miles. Very good bulkhead, correct period features. Fairey overdrive, FWH, heated screen, SUs, SIII seats, parabolics. Full MOT. £12,200. Rochdale. 07766 241592 02/26/002
Defender 110 XS Utility (2015). 105,000 miles. BMW N57 engine and ZF auto by MW Machines. Excellent chassis, Lucari seats, Alpine media. High/low range. Drives like new. £69,500. Kidderminster. 07418 622672 03/26/001
Defender 110 TD5 (2001). 143,000 miles. Stage 1 remap, larger intercooler, GKN overdrive, LOF clutch, snorkel, Boost alloys. Good chassis (Lanoguarded). LEDs. MOT Dec 26. £16,750. Liversedge. 07931 501937 03/26/008
Series II 88” truck-cab (1963). Rock solid underneath. 2.0 Perkins Prima TD engine, original SII box. RR diffs, parabolics, FWH, 235/85s. GPS speedo. Good brakes. Charming patina. £8000. Ashford. 07860 505363 02/26/004
Wolf 110 300Tdi soft-top (1997). 10-seats. Correctly restored. PAS, 24v, roll cage. Repainted, new rear seats and PVC hood. G90s. Full set of pioneer tools. Full MOT. Excellent. £35,000. Evesham. 07507 934457 03/26/002
MOT expired. Excellent condition. £17,500. Pevensey. 07840 473763 01/26/004
Series IIA 88” 2.25 petrol ST (1971). 24,827 miles. 2018 resto on galv chassis. Full rewire, rebuilt engine, new brakes, respray, new seats and roof. Superb condition, drives great. £19,995. Glasgow. 07304 079214 02/26/003
Defender 90 Td5 (2002). 114,000 miles. Cat C. +2” lift, alloys, Cooper STT Pro tyres. New clutch, rear crossmember, battery, wheel bearings, brake lines. DAB radio. MOT Nov. £10,000. Retford. 07584 976631 03/26/003
Defender 110 2.4 Dormobile (2007). 110,000 miles. Pop-top, cooker/sink, 20l water tank, diesel heater, rack, awning. Snorkel, leather, Stage 1 map, air-con, cruise. MOT Aug. £27,500. Pershore. 07736 649077 01/26/011
80” Series I (1949). First year of production. Perfect chassis and bulkhead, original 1.6 engine and gearbox in perfect working order. Restored 40-odd years ago, so lovely patina. £29,500. Wellington. 07836 772426 01/26/009
110 (1988). Barn find. Chassis may be salvageable, bulkhead beyond repair. 200Tdi, starts and drives. 77,000 on clock. Rear seats fitted. V5 present. Ideal restoration project. £3950. Melton Mowbray. 07377 091239 03/26/009
new cam belt, aux belt, rear prop. Full MOT. £12,000. Nottingham. 07415 784874 01/26/014
Discovery TD5 Serengeti (2002). 235,000 miles. 7 seats. Recent new parts inc tyres, compressor, side steps, wiper linkage. Owned and maintained by me last 19 years. MOT Dec 2026. £3995. Chesterfield. 07812 708123 03/26/010
Discovery 2 4.0 V8 (2000). 120,000 miles. Good exterior and interior, small patch of wear on driver’s seat. Head gasket done recently. Solid chassis, drives very well. MOT July. £6000. Gloucester. 07385 431165 01/26/010
rad. £16,000. Bolton. 07795 103107 01/26/013
Defender 90 Pick-up (2004). 67,000 miles. Upgraded wheels and tyres, LEDs/DRLs, snorkel, mesh grille, side bars, colour-coded chequer plate. Recent respray in Keswick Green. £21,995. Harrogate. 07971 063985 03/26/005
Defender 90 LXV (2013). 48,000 miles. 1 of 65. 2” lift, snorkel, LED bar, Sawtooths. Ceramic coated, machine polished. Custom frontfacing rear seats. Immaculate. FSH. MOT Nov 26. £41,937. Alderley Edge. 07730 768424 01/26/001
Defender 110 2.5 n/a (1991). 47,000 miles. Military ‘Helistart’ truck used for servicing choppers. Full body-off restoration in 2019. Recent water pump, cam belt, head gasket. £11,995. Winchelsea. 07823 890891 13/25/003
01/26/012
Corresponds to
DA4603 Range Rover P38 - 1995 - 2002 NTC8780 Front Vented
DA4604 Range Rover P38 - 1995 - 2002 SDB000470 Rear Solid
DA4611 Range Rover Sport - 2005 - 2009 SDB000614 Front Vented
DA4612 Range Rover Sport - 2005 - 2009 SDB000604 Front Vented
DA4600 Discovery 1 LR017951 Front Solid
DA4602 Discovery 1 LR017952 Front Vented
DA4601 Discovery 1 LR017953 Rear Solid
DA4606 Discovery 2 SDB000380 Front Vented DA4604 Discovery 2
DA4611 Discovery 3 SDB000614 Front Vented
DA4612 Discovery 3 SDB000604 Front Vented
DA4613 Discovery 3 SDB000646 Rear Vented
DA4614 Discovery 3
DA4612 Discovery 4 SDB000604 Front Vented
DA4624 Discovery 4
DA4613 Discovery 4 SDB000646 Rear Vented
DA4614 Discovery 4 SDB000636 Rear Vented
DA4689 Discovery Sport LR059122 Front Vented
DA4690 Discovery Sport LR061388 Rear Solid
DA4607 Freelander 1 - up to YA999999 SDB100830 Front Solid
DA4608 Freelander 1 - 1A000001 onwards SDB101070 Front Vented
DA4617 Freelander 2
Front Vented DA4618 Freelander 2
Front Vented DA4615 Freelander 2 LR001019 Rear Vented DA4616 Freelander 2 LR001018 Rear Solid DA4688 Freelander 2 LR039935 Rear Solid
DA4600 Range Rover Classic - 1986 - 1991 LR017951 Front Solid
DA4602 Range Rover Classic - 1986 - 1994 LR017952 Front Vented
DA4601 Range Rover Classic - 1986 - 1994 LR017953 Rear Solid
y Slotted design to increase braking efficiency by reducing dust, debris, water & gas on the disc
y To improve brake cooling, reduce weight and to offer an escape route for dirt & gasses these performance discs are drilled with rows of holes
y Excellent upgrade for your Land Rover to aid braking, especially under a heavy load
y Manufactured to British Standard BS1452 Grade 220 and DIN1691 GG20
y Ideal for off-road use
y Supplied in pairs
DA4614 Range Rover Sport - 2005 - 2009 SDB000636 Rear Vented
DA4628 Range Rover Sport - 2010 - 2013 LR016192 Rear Vented
DA4624 Range Rover Sport - 2005 - 2013 SDB000624 Front Vented
DA4613 Range Rover Sport - 2005 - 2013 SDB000646 Rear Vented
DA4627 Range Rover Sport - 2014 - 2022 LR016176 Front Vented
DA4685 Range Rover Sport - 2014 - 2022 LR038934 Front Vented
DA4686 Range Rover Sport - 2014 - 2022 LR189047 Rear Vented
DA4687 Range Rover Sport - 2014 - 2022 LR033302 Rear Vented
DA4609 Range Rover - 2002 - 2009 SDB000201 Front Vented
DA4619 Range Rover - 2002 - 2009 SDB500182 Front Vented
DA4610 Range Rover - 2002 - 2009 SDB000211 Rear Solid
DA4622 Range Rover - 2010 - 2012 LR031843 Front Vented
DA4625 Range Rover - 2010 - 2012 LR031845 Front Vented
DA4627 Range Rover - 2010 - 2012 LR016176 Front Vented
DA4623 Range Rover - 2010 - 2012 LR031844 Rear Vented
DA4626 Range Rover - 2010 - 2012 LR031846 Rear Vented
DA4627 Range Rover - 2013 - 2022 LR016176 Front Vented
DA4685 Range Rover - 2013 - 2022 LR038934 Front Vented
DA4686 Range Rover - 2013 - 2022 LR189047 Rear Vented
DA4687 Range Rover - 2013 - 2022 LR033302 Rear Vented
DA4618 Range Rover Evoque - 2012 - 2018 LR007055 Front Vented
DA4689 Range Rover Evoque - 2012 - 2018 LR059122 Front Vented
DA4683 Range Rover Evoque - 2012 - 2018 LR027123 Rear Solid
DA3479 Range Rover Evoque - 2012 - 2018 LR072016 Rear Solid
IMPORTANT BRAKE INFORMATION For exact change over points with vehicle applications please contact your local Britpart stockist with the full chassis number for the correct application. These references are intended as a guide only.
