Been on the lookout for a shortwheelbase Series III, by any chance? Because no less than four have cropped up in our classifieds this month. Restored, upgraded, original, rare, classic – every base is covered. Including by this V8 soft-top, which has been on quite the journey since being bought in 2018 as a rusted-out truck-cab. Full story: Page 15
www.terrafirma4x4.com
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Like all modern car makers, JLR relies on highly automated manufacturing systems. But the robots have been standing still since the first attack on 1 September, with the vehicle tracks silenced – and companies within the supply chain becoming increasingly concerned about their ability to weather the storm
LAND ROVER AND ITS SUPPLIERS HAVE BEEN THROWN INTO TURMOIL by the effects of the well publicised cyber attack which led to a shutdown of JLR’s manufacturing operations. The attack on 1 September prompted immediate action as the company shut down its computer systems – however despite a round-the-clock effort to safely return to normal, by 16 September it had become clear that production would not be able to restart until 24 September at the earliest.
Working with third-party cyber security experts and law enforcement agencies, JLR also announced on 10 September that the attack, by the same group which earlier this year disrupted the Co-op and Marks & Spencer, may have caused a data leak. However the main concern was for companies in its supply chain – with Liam Byrne MP,
chair of the Commons business and trade committee, warning that without government intervention, people would be laid off ‘in their thousands.’
While JLR itself is believed to be losing around £50 million a week in sales as a result of the shutdown, the company’s size protects it in the short term. However many of its suppliers are small and medium businesses which lack the capacity to absorb a major interruption to their turnover – and concerns quickly surfaced that some would face bankruptcy as a result.
Suppliers had already begun to lay off staff in the second week of the crisis, with unions calling on the government to set up a furlough scheme similar to the one that helped see the country through lockdown during the Covid crisis. And behind the scenes,
JLR itself was reported to be speaking to companies within its supply chain about support schemes.
Most worryingly, in mid-September industry experts were quoted by the BBC as saying that disruption could last into November. At the time of writing, however, JLR had announced that ‘the foundational work of our recovery programme is firmly underway.’ The company said it was working around the clock towards a safe and secure restart – however although its invoicing, wholesaling and parts distribution operation were getting back to normal, there was still no word as to when its factories would be able to resume production.
IN A WELCOME DISTRACTION FROM ITS CYBER-SECURITY WOES, JLR’s operations have become more energy efficient thanks to the roll-out of three major solar installations. These include a 26-hectare, 18-megawatt groundbased solar farm at its HQ in Gaydon and the UK’s largest automotive rooftop solar array at its Wolverhampton engine plant.
In addition, a new 20-megawatt solar expansion was recently completed on the roof of JLR’s joint venture production facility in China, which now generates more than 50% of the site’s energy needs.
The Gaydon solar farm, which covers an area equivalent in size to 36 football pitches, supplies up to 31% of the site’s energy needs. JLR has also planted native wildflowers beneath and between the panels and restored hedgerows
with bird and pollinator-friendly species, ‘targeting a biodiversity uplift well above mandated levels.’
The company has no intention of resting on its laurels, however. An expansion to the existing roof-top
installation at
much of the damage that led to the lane being closed in the first place. The association’s Ceredigion rep Richard Price reports that the association has been working closely with police officers in the Dyfed Rural Crime Team as well
as Natural Resources Wales to monitor off-piste activity within Ceredigion and encourage action where evidence has been provided.
‘The Rural Crime Team are taking these issues seriously and have issued a number of warnings, reported many individuals for numerous traffic offences and seized vehicles,’ comments Richard. ‘Please continue to send me anything that you come across, either online or physically, so
we can preserve our ancient rights of way for future generations.’
With protective posts and rails now installed around the parts of Strata Florida where the most recent damage was done, there’s less excuse than ever for leaving the right of way and playing on the surrounding land. It’s not just that, either, though – cameras have been installed, too. So while there may be less excuse, there’s more chance than ever of being caught.
1976 88” Series III that was just too nice to scrap
THE HUMAN STORIES BEHIND THE LAND ROVERS WE SEE OUT AND ABOUT IN THE WORLD ARE AS VARIED AS THE VEHICLES THEMSELVES. This one doesn’t involve any famous owners, amazing coincidences, family tragedies or what have you, but it struck us as being very heart-warming and that’s more than enough.
It concerns a chap called Lyle, who lives in Hawick in the Scottish Borders. Three years ago or so, he was restoring a 1960 Series II and he needed an engine for it – so he bought an old 18,000-mile farm truck to cannibalise.
We know how it goes, when they’re sitting in the corner of the yard looking at you sadly. ‘I didn’t have the heart to scrap it,’ says Lyle. ‘They all have a story to tell. ‘Instead, I rebuilt it around a galvanised chassis.’
Quite a departure from his original plan, then. And kudos to him for seeing the truck as a Land Rover, not just a self-propelled set of parts.
‘I flushed the engine and added fresh oil,’ he explains. ‘New components included the air filter, spark plugs, points, ignition coil, fuel pump and filler caps. I reconditioned the radiator and added a Kenlowe fan, and I rebuilt both the gearbox and transfer box.’
How long did it take you to read all that? Safe to say it took him a bit longer to do it. But he was only getting started.
‘I mounted the galvanised chassis on new parabolic leaf springs,’ he continues. ‘I serviced both differentials, rebuilt the brakes with new pipes, pads and pistons, refurbished the wheels and attached them with stainless wheel nuts.’ More new components followed: a galvanised front bumper, tyres, headlights, indicators, tail and brake lights, shock absorbers, petrol tank and freewheeling hubs. In for a penny… Inside? More new stuff. New seats, new pedals, new springs, new carpets, new boot liner. Oh and he fixed all the gauges, the result being that they now work the way they’re meant to.
The result is a nice, straight, honest 1976 88” with the sort of mileage some people put on in six months. ‘For the past three years,’ says Lyle, ‘it has been my trusty runaround, starting first time every time and earning admiring looks wherever it goes.’
It is, however, about to be usurped. Remember that 1960 Series II? Well, that’s finished now and ready to take over as his chariot of choice… and he’s also just bought a 109” Series I from the 1950s to restore. Get the impression he’s a guy who likes bringing old Land Rovers back from the dead?
So, as he puts it, ‘Old Faithful needs a new home.’ It’ll come with new oil, filter, spark plugs and battery – as well as some galvanic corrosion caused mainly by the stainless nuts and bolts he used. Safe to say the price of £16,995 reflects that.
Like the look of it? You’ll find it in the classified ads on page 30 of this issue. As Lyle says, they all have a story to tell; time for someone to get their hands on this one and open up a new chapter
All the talk about Land Rover in the news right now surrounds the cyber attack that’s paralysed JLR and left its entire supply chain staring down the barrel of a gun. I’m sure many of you would very much like to see the hackers behind it staring down the barrel of an actual gun, but I’ll leave that whole subject well alone.
Instead, let me invite you to take a look at the vehicle on the page directly opposite this one, a lovely looking 88” Series III Hard-Top. Used all its life on a farm, brought back by a guy in Scotland and ready to keep on doing its thing for another half a century to come.
Its vulnerability to cyber attacks or system crashes? Zero.
I know that’s rather a glib comparison. But JLR’s current predicament (which I hope will be behind it by the time you read this) reminds me of a book I read once called Sailor Song. You might know it: it was by Ken Kesey, the One Flew Over the Cuckoo’s Nest guy. It’s bloody good and I’d recommend it. One of its themes is the survival of old tech in the face of a massive electromagnetic pulse that brings the modern world to a permanent standstill. You can only talk face to face, the only cars that work are old ones from before electronic ignition and so on. Simplicity becomes king, the structures of modern wealth become meaningless and society morphs back into the simpler, less predatory thing it had become in the modern era. And this was in 1992, when none of us had even heard of the internet.
Now here we have this global brand that was build on simple trucks you could fix with a stick and lump of rock, and it can’t build the stupendously hightech products it builds now because a group of hackers found a way in. Could there ever be a more perfect tableau of the schism between old and new?
I’m not glorying in this. It’s an outrage and in the rush towards self-driving cars, I fear the cyber criminals are just getting started. But few things could shine a brighter light on the virtues for which we hold early Land Rovers so dear. They are, in a more real sense than even we imagined, untouchable by modernity.
Alan Kidd, Group Editor alan.kidd@assignment-media.co.uk
There’s always room for another, though, and that’s exactly what this 18x9” satin black Caradoc alloy from Britpart is. It has a deeply dished design and an ET0 offset to go with its 5 x 165.1 PCD, so you’re looking at plenty of width without any need for spacers. Your Defender’s turning circle will love you for it, and if you’re running lifted suspension you’ll be able to work said turning circle with significantly less worry about it falling over.
The wheels have a load rating of 1100kg per corner. They’ll fit all original-shape Defender models, including pre-Defender 90s, 110s and 130s.
Price: £45.00 |
On your head be it
GOING ABOUT IN A LAND ROVER OF A CERTAIN AGE means carrying tools with you. And what better way to do it than in a tool roll made to a premium standard right here in Britain?
That’s what Stitch and Rivet does. A family company based in Northamptonshire, it uses a durable, water-repellant 600D material to make robust tool rolls with practical compartments to hold what you and your Land Rover need. They’re made with twin brass eyelets so you can hang them safely in your workshop, ready to grab and go so your tools are ready for whatever life has in store.
Best of all, you can choose between five different colours to suit your truck. There’s a wide variety of thread options, too, plus a choice of either the company’s logo or your own name or initials. You can even provide club or business artwork of your own and they’ll embroider it with that for an extra £15. Great value – and made to last.
BEING WARM IS GOOD, AND LOOKING COOL IS GOOD, and Stitch and Rivet’s beanie hats allow you to do both at once. Available in two distinct styles and a variety of colours, they promise both comfort and durability – as well as an embroidered Land Rover motif which can be customised to match your own vehicle. Promising cosy warmth, a snug fit and soft, comfortable fabric, they’re ideal for Land Rover fans of all ages – and with winter on the way, there couldn’t be a better time to get your hands on one. They cost just £25.00 from stitchandrivet.co.uk
Price: £40.00 | Available from: stitchandrivet.co.uk
A CRISP EVENING BY THE CAMPFIRE as your roof tent awaits: that’s the dream. Blue-knuckled spannering on a frozen driveway: that’s the reality.Either way, you need a hoodie.
Stitch and Rivet’s hoodies are ideal for Land Rover owners, because you can get them with a picture of one embroidered on it. And not just any old Land Rover – with Series I, II and III options, 90 and 110 in all the body shapes, Disco 1, Disco 3/4 and new-shape 110, they’ve got an awful lot of models covered. Oh, and did we mention the 25 different colours in which they’re available? The roof, rim and mudguard choices? They really have got you covered…
The hoodies themselves are sustainably made and you can get them in a choice of four colours. Stitch and Rivet promises that they’ll be as long-lasting as they are comfy and easy to wear – and if all the above options still don’t do it for you, the company also offers a bespoke service allowing you to upload your own artwork for a custom embroidered design.
Put the boots in
WE KNOW SOMETHING ABOUT MUDDY BOOTS. In fact, we know several things about muddy boots and the big one is the amount of grief you can get for it if you don’t keep them away from basically everything. Thus a boot bag could be the antidote to anything from marital turmoil to getting kicked out of Greggs on the way home from a day’s laning.
Stitch and Rivet’s come in a choice of heights to suit various styles of boot and are available in various colours with a choice of thread and embroidery options. They cost from £50.00-£95.00, at stitchandrivet.co.uk.
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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.
I’VE had the CST Sahara AT318s on my 100 Series for a year now, and after really putting them through their paces I can honestly say these tyres have impressed me far beyond expectations. They’ve proven themselves not just as a solid budgetfriendly option but as a truly reliable all-rounder for 4x4 use.
What really stood out to me was their performance in winter conditions. We drove from Southport all the way to the French Alps last winter (the reason we chose the tyre), and the Sahara AT318s never missed a beat! From wet UK roads to icy alpine passes, they provided confidence, grip and stability. Snow driving can be unpredictable but these tyres held their own brilliantly (without the need for chains), giving me reassurance where other tyres might have struggled.
On everyday drives, they’re equally as capable. Road noise is minimal for an allterrain tyre, and the ride comfort is excellent. For mixed-use driving, whether that’s
Grip that lasts. Strength that shows. Conquer the mud, rocks, sand –wherever you go
Paul Lundstrum, West Coast Off Road Centre
commuting, towing, off-road tracks, or longdistance motorway runs, they strike a great balance.
For the price point, it’s hard to argue with the value they deliver. They don’t just tick the box for affordability, they actually perform at a level that rivals more expensive brands.
If you’re a 4x4 driver looking for tyres that can handle daily use, weekend adventures and even a tough snow trip to the Alps without breaking the bank, I’d wholeheartedly recommend giving the CST Sahara AT318 a try.
www.csttires.com
Asa busy mum who needs a vehicle that can keep up with both family life and adventure, I couldn’t be happier with my CST M/TIIs on my Toyota FJ Landcruiser. They give me total confidence no matter the weather – rain, mud or dry roads – they handle it all with ease. Whether I’m on the way to complete the school run, or along the motorway, or loading up the car for a weekend of camping, green laning and enjoying outdoor adventures, these tyres never let me down. They look incredible too –which is a big bonus – rugged, stylish, and they suit the Landcruiser perfectly. I love knowing I have tyres that can take me and my family anywhere we want to go, safely and reliably.
Vicky Lundstrum
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Dec 2025 www.thelandy.co.uk
When he bought an old Series III on eBay, Mark Lee didn’t realise how far he was going to have to go to get it. That was just the start, though – but after lots of fun both in and out of the workshop, it’s a truck to be proud of
If you’ve ever sold a car on eBay, you’ll know all about the remarkable number of eager and enthusiastic buyers who happen to be in Africa. Even more remarkable is how good they all are at discovering their ideal car for sale about thirty seconds before the auction ends, then bidding on it and winning at the last moment – though this is tempered by the terrible luck they all have, which sees their house burn down, their sister suddenly require a lifesaving operation or their town invaded by man-eating badgers, all within the next two minutes.
Of course, none of these people have ever been anywhere near Africa. We can tell you something that their wrists have been near (in fact they’re seldom parted) but ‘my contract in Angola has just been extended by eight weeks’ is code for ‘I’ve not changed the bed sheets in my Catford hovel since
I moved in.’ Still, how disappointing it must be to win an auction on eBay then discover too late that you’re on the other side of the world.
Mark Lee wasn’t quite on the other side of the world when he made what he describes as the ‘drunken eBay purchase’ of a V8-engine 1979 Series III SWB. But he lives in Consett and he hadn’t checked where it was located. Which, as it turned out, was Swanage. As in, the last thing you pass before you fall in the Channel.
It does actually take less time to drive from Consett to Swanage than to fly between Britain and Angola. So there’s that. But then, Mark was doing it in his 300Tdi Hard-Top Defender 90. With a rented trailer on the back. And on the way home he was doing it with the Series III loaded up, and by now you might as well be flying to New Zealand. On a balloon.
It was, he says, ‘an ordeal.’ But then he got the 88 home and he could start enjoying it.
By ‘enjoying,’ we mean restoring. Which is definitely an enjoyable thing to do, and very rewarding. In each case, very much the opposite of driving up and down the M1.
That was in August 2018. When he bought it, Mark says, the Series III was ‘unrestored’, which could be code for almost anything if he was selling it in that state. He’s not, we hasten to add – he is selling it, as it happens, and we’ll get to that later, but it’s a far cry from the sad old thing he fetched home back then.
People have used the word ‘restore’ to describe projects involving little more than a wipe over with an oily rag, but this was emphatically not that kind of job. On the contrary, it was the kind that started with a phone call to
Richards Chassis. Not that a re-chassis is the same thing as a full restoration, and Mark wasn’t aiming to take the vehicle back to showroom condition the way some projects do (wiping out a lifetime’s history and character in the process), but he certainly was aiming to make it right.
A galvanised chassis is a very good start, but obviously there’s more to it than just that. In this case, the bulkhead was still sound as a pound so Mark was able to turn his attention to the oily bits.
That engine is a 3.5-litre V8. It had been in situ for a lot of years, having
No sooner had Mark brought the Series III home than he was pulling it apart to see just how bad it was underneath… which was, as it turned out,
Above right: The back of the chassis was looking worse than the front, which is pretty standard. But when it’s THIS bad, anything other than a full galvy replacement would be a false economy
The bulkhead by contrast only needed a bit of love to keep it from heading off down the same path as the chassis. It was still solid at this point and more than able to go again
Above left: Fresh off the trailer from Richards Chassis, just over three months after Mark first brought the 88 home, this is what every Land Rover deserves to be treated to at some point in its life. We’re talking about the galvy beauty on the floor, obviously, not the picture of a TVR Chimaera on the wall (though the eagle-eyed will have noted that in a manner of speaking, it was powered by the same engine as the 88…
Above second left: Got a galvanised chassis? Paint it black. Last thing you want to do is tell the scrotes of the world that your truck’s likely to have lots of other valuable bits on it too
Above, from centre to right: As part of the axles’ refurbishment, the front one gained a new set of steering swivels
originally been installed using an early W.E. Phillips conversion plate. Mark gave it a partial stripdown, replacing the timing gear and camshaft and replacing the original inlet manifold and twin Stombergs with new kit from Edelbrock. It ‘runs well and makes a nice noise,’ to quote – and he also gave it an alloy rad and electric fan, complete with thermostat and override, so what it doesn’t do is turn itself into a kettle when he’s sitting in traffic. Down below, the axles got new brakes, brake pipes and wheel bearings all round. Up front, the list also contains swivels, steering arms and track rod ends. The axles hold the rest of the vehicle up on a set of parabolic springs, with new shocks keeping them under control.
Four chapters in the Land Rover’s story. From the top, old rust-bucket as found; rebuilt truck-cab; new canvas hood installed; and finally repainted. The rims are letting it down in this last photo, but Mark was on the case literally the following day (below), doing the same for the Land Rover’s white eight-spokes to make them white again. And what a difference it made
Now, parabolics are a great way to make a leafer ride better – and they can transform the way it drives offtarmac, too. And Mark wasn’t just there for the workshop stuff – having made it right, he started using it as a green lane wagon. Good lad. It was a truck-cab at that point, with a fetchingly chequered appearance thanks to a primer grey passenger’s door with a yellow top to go with a shade of green that looked more farm than factory.
Laning means scars, of course, and no problem there, but more recently Mark has given the 88 a new coat of paint. Actually, we’ve skipped ahead with that, because after a year of running it as a second car he sold the Land Rover on to a friend. About five years passed before he bought it back again (we’re assuming his friend doesn’t live in Swanage).
This was the point at which he repainted it, by hand rather than spray gun, with Coach Enamel from Paintman. That’ll last. It won’t have escaped your notice that it’s not a truck-cab any more, either – a set of
Exmoor Trim hood sticks with a canvas tilt from Undercover Covers sees to that. ’It’s much nicer with the soft top,’ he says, as do most people who’ve experienced both – truck-cabs do a fine job of being cramped, loud and both too hot in the summer and too cold in the winter, whereas soft-tops are allround better and somehow manage to be less draughty, too.
Mark is adamant that he wasn’t going to a concours look when he repainted the Land Rover, and with eight-spoke wheels and ali chequer plated sills it will always have a downto-business appeal rather than looking like an ornamental lily. We reckon it’s a long, long way above average, though – there’s always something you can do (Mark suggests the engine bay wants prettying up) but to us, this is a Landy that’s begging to be used, not purred over.
Would you daily it? You certainly could – the petrol bills might sting a bit, but nothing like as much as the depreciation on a new Land Rover. Would you use it as an off-road
weapon? Without a doubt. Would you drive it halfway across the country in search of adventure? Hell, yeah. But would you trailer it the length of England behind a Tdi, that’s the question. You might, if you were to become its new owner – which is on the cards for someone, because as we mentioned Mark currently has it up for sale. Not that you ought to flinch at the prospect of just driving it home – in fact, you might want to take the
long way round and make the journey into a bit of a bonding process. And with that V8 singing in your ears, we reckon you’d be congratulating yourself on your purchase more and more with every passing mile.
Thanks to Mark Lee for his help in compiling this article. The 88 is listed for sale in the classifieds on page 30 of this issue at what seems to us like a very realistic £10,995
Cleverly folded triangulated steel eliminates the need for tree bars. Punched and swagged holes add to the appearance and reduces unnecessary weight.
The TRED range provides the perfect combination of strength and clean lines. Also in the TRED range are rear step tow bars and winch bumpers.
Land Rovers are returning to Stoneleigh this November for a day 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.
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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.
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What is it with 88” Series IIIs this month? These two look very different from the outside but seldom
a better pair of late low-milers appear in the classifieds at the same time
Short-wheelbase Land Rover’s don’t look a lot like buses, but several 88” Series IIIs appear to have come along at once. There’s a story about a lovely V8-powered example elsewhere in these pages, as well as a freshly restored farm truck in the News pages, both of which popped up this month in our Classified ads.
And so too did the two 88s on this page. One of them, indeed, may already be familiar to you as it has appeared in the Land Rover media once before.
That was in 2016, when the brown CSW you see here was a mere 34 years old. But as we know, it’s not about the years, or the miles – though even now, aged 43, its 2.25-litre petrol engine has only covered 72,000.
As you can see, this is a very original Landy. But it doesn’t look that way because it’s a square peg that’s been restored into a round hole. This is, simply, how it is. It’s been looked after and kept nice, above and below.
In the latter area, it’s a tribute to the power of Dinitrol, with wax fired into the
bits you can’t see and liquid sprayed on to the bits you can. Up top, it’s had a few dents and scratches sorted out but it’s never been forced to ensure the beatings that are part of so many Land Rovers’ lives.
It’s the same story inside, where the original factory-fitted cloth seats remain in good, unrestored condition. The truck’s owner says there’s a small tear in one of the rear seat bases, but that’s as far as the battle scars go. Even the headlining and sun visor are still good, and the dash is ‘unmarked with no cracks or sun damage.’
Being a late one, the truck is powered by the version of the 2.25 with a 5MB crank. This made a strong engine stronger than ever and added a further layer of the smoothness and refinement that frequently surprise people who expect riding in a leafer to be like being beaten round the ears by a foghorn strapped to a brick. And there’s a surprise when you look under the bonnet, where the highlight of a generally clean view is that the original factory stickers, applied by a man in a
brown overall who might have driven to work in Solihull that day aboard his new Chevette or Cortina, are still in place.
The 88’s current owner has done a bit to it recently, fitting a new carb and HT system, changing the oil and filter and overhauling the brakes. Nothing huge, but then it doesn’t need anything huge. ‘It’s unique and exceptionally original,’ he says – and you won’t find many people to disagree with that.
The other Series III you see here is also a 2.25-litre petrol 88. It’s on even lower miles (66,000, since you ask) and it’s from 1983, meaning it too is on a 5MB engine. This one, however, is a bit different as it’s a Hard-Top – and it was supplied new to HM Coastguard.
Now, the coast is next to the sea and the sea is a big, wet, salty thing, and sure enough the Landy’s chassis has had some work done to keep it healthy. Having received new outriggers, it was coated in oil to protect it – not quite the full Dinitrol but a barrier is a barrier and it’s done its job to keep the rust at bay.
The Coastguard specced the vehicle with a Fairey capstan winch and
Superwinch freewheeling hubs, as well as one pair of spotlights mounted on the roof and another on the bumper. We all know what these were for but they don’t half look cool into the bargain – whatever the Land Rover equivalent of a boy racer is…
It’s received a set of parabolic springs in later life, along with 1-Ton rims, new rear shocks, a Weber carb and electronic ignition. You have to look pretty carefully to see it but the offside front wing has been resprayed and, perhaps because the rest of the paint has aged, is very slightly darker.
It would be so tempting to restore such a distinctive vehicle back to the way it would have looked the day
it was delivered. Thing is, though, being a working truck (and one which laboured for its living in the harshest of conditions), the way it is today is probably no different to how it looked about 24 hours after being delivered. It’s not brimming with patina but it certainly is brimming with history – and it’s every bit as cool as it would be as a concours contender.
So many 88s, so little time. Which is your favourite? In our case, we must confess, it’s all of them…
Both the vehicles in this article are currently listed for sale (at what we’d call very fair prices) in the Classifieds on page 30 of this issue
Estonian start-up Velvet Motorworks aims to build resto-modded Range Rovers blending retro styling with modern comfort and performance
Velvet Motorworks is a new company with a new idea. Based in the Estonian capital of Tallinn, it’s taking L322 Range Rovers and restifying them into bespoke vehicles with the style of the original Classic. Why? ‘I was a teenager when the L322 first came out,’ explains company founder Mihkel Külaots. ‘I vividly remember seeing it in real life for the first time. I was amazed by how powerful and luxurious that boxy machine felt.
‘Now, with the earliest examples over 20 years old, these vehicles deserve a proper tear-down, rebuild, and a bit of
extra character. Not just a restoration, but a revival of a modern classic.’
What this means is that the company plans to rebuild a series of third-gen Rangeys, in each case using a V8 Supercharged model as its base, ‘refining it for stronger performance and a more engaging, analogue feel – a return to the kind of connection modern SUVs have largely lost.’
It will do this using up-to-date chassis tuning techniques to improve the Range Rover’s comfort and handling still further (the L322 was never exactly a slouch in these areas) without losing any of the vehicle’s offroad capability. It will also fit the vehicle with a selectable active exhaust system – allowing drivers to enjoy a quiet, refined drive or let the big V8 sing out in all its joyful glory. If you spent your formative years as a hot rodder running a big block on open headers, well, it won’t be like that. But it’s kind of the same idea.
Talking of hot rods, mixing and matching from cars of various eras is a
big part of the kustom game and that’s what Velvet Motorworks are doing with the way the Rangey looks. The round headlamps and vertical grille slats take you straight back to the 1970s –though modern infotainment and safety features keep it modern in the ways you want it to be.
It has more presence on the road, too, thanks to a subtle lift which makes way for a bigger wheel and tyre combination. The company’s design renders suggest the latter will feature BFGoodrich All-Terrains, though we’d imagine most customers will want to keep it more road-focused than that. In the cabin, we’re promised ‘handcrafted interiors mixing premium materials with modern conveniences.’
Those renders are all we’ve got to show you at present as the first prototype isn’t expected to be completed until mid-2026. Limited production will begin straight after this, however, with the first customers due to receive their vehicles around Christmas of that year.
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
work truck tend to go for a later 130, so the 127 is more of an enthusiast’s
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 limitless potential and character
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
Series III 88”
Series III 88” petrol (1976). 3 seats. Properly restored. galv chassis, very honest. Low-mileage engine, recon rad, rebuilt box and transfer case. Parabolics. Many new parts. Just serviced. £16,995. Hawick. 07511 741016 11/25/012
petrol SW (1960). New Autosparks wiring loom. Lead tablets in fuel tank. Freewheeling hubs. Roof rack. Some spares included. New project forces sale. £10,500. Doncaster. 07570 598261 12/25/004
Series III Lightweight (1974). 98,000 miles. Very original. Good mechanically, fair cosmetically. New clutch, exhaust, brakes, canvas, seats. Rebuilt carb. Chassis professionally repaired. £8749. Chester. 07385 420523 11/25/004
Defender 110 XS (2012). 107,000 miles. Expedition ready. Pop-top, awning, twin tanks, 200Ah leisure batteries, 120W solar, fridge, diesel heater, shower. EGR/DPF delete, spares. £38,000. Manchester. 07740 475959 10/25/002
07532 326987 10/25/007
Landrover 110 Defender 110 Tdi (1996). 131,000 miles. MT tyres, reversing camera, battery isolator. Recent service, cambelt and head gasket. Mechanically excellent. Drives perfect. MOT July. £8295. Clacton. 07540 998205 10/25/006
Series II 88” 2.25 petrol (1963). 71,544 miles. Full resto. New chassis, recon bulkhead, new tyres, brakes, shocks, tank, carb. 3 boxes of spares, hard-top, screen, 5 extra wheels. £18,000
Defender 130 (2003). 75,000 miles. Upgraded grille, steering wheel, steps, wheels, tyres. Light family use. Mechanically and structurally sound. Regularly serviced and waxed. £19,950+VAT. Brighton. 07958 438813 11/25/001
Defender 90 2.4 Pick-Up (2009). 60,000 miles. Clean, sound, original. Webasto heater, LEDs, snorkel, winch, SVX grille, Ifor Williams canopy. Faultless, stunning. MOT Sept. £19,995. Brampton, Cumbria. 07778 775623 10/25/003
Defender 110 Td5 (2004). 68,000 miles. The Atlas, by Landroid. Big tyres, cage, Puma dash, CB, good stereo, military tow hitch. Remap, big turbo. Leather interior. MOT May. £31,000. Budleigh Salterton. 07861 254330 11/25/003
Defender 110 TD5 SW (2003). 126,000 miles. Ex military from LR Special Vehicles. Exceptional chassis, solid bulkhead. Clean interior. Strong and quiet through the gears. FSH. £14,995. Leeds. 07716 521811 10/25/009
Defender 90 2.4 Pick-Up (2010). 80,000 miles. Ifor Williams canopy and rubber cargo cover. All-terrains, side steps. Rubber cargo area mat. Black chequer plate. Great condition. MOT Jan. £14,999. Bewdley. 07973 115374 11/25/002
May. £29,500. Walsall. 07796 666690 11/25/010
Range Rover 4.0 (1996). Off-road but not battered. Engine rebuild, new rads. +1” springs, +2” blocks. 35” tyres. Steel bumpers, arches and rock sliders. Fresh gearbox and diff oil. £3500. Rotherham. 07562 642770 11/25/011
had full service. £13,500. Ormskirk. 07927 451669 11/25/015 Discovery 3 2.7 TdV6 S (2004). 135,800 miles. Manual. 7-seat. No leaks, overheating or gearbox noises. Swirl flaps
Family
Sump Guards
Manufactured from high-quality, hard-wearing and corrosion resistant materials to counteract any unforeseen obstacles your Land Rover may encounter whilst off-roading. All fixings are supplied and the guards fit into the vehicle’s pre-existing holes. Each guard has holes at the front to allow for water drainage and also to help with ventilation for the cooling system.
DA5507 Defender - 1985 -2006 & 2007 onwards
Main plate - 8mm thick; brackets - 8mm thick
DA5507LHD Defender - 1985 -2006 & 2007 onwards
Main plate - 8mm thick; brackets - 8mm thick
VPLEP0436LR New Defender 90 & 110
Robust, 5mm anodised aluminium. Protects lower bumper area and radiator when driving off-road. The undershield is also reinforced by the mounting assembly which enhances the protection. Allows easy access to the recovery loop which facilitates recovery of the vehicle if grounded.
DA5507KIT Spare fitting kit for DA5507 & DA5507LHD. Nuts, bolts & washers.
DA5508 Discovery 1/Range Rover Classic
Main plate - 8mm thick; brackets - 8mm thick
DA2249 Discovery 2
Main plate - 5mm thick; brackets - 5mm thick. Note - For use with Discovery 2 winch bumper DA5645
&
&
An essential purchase for any off road use as they prevent damage to the underside of the engine and the intercooler at the front of the vehicle. Manufactured from 8mm 5083 aluminium with a smart silver or black finish and supplied completely machined and drilled ready to bolt directly to the 4 pre-drilled holes in the chassis with supplied galvanised fixings. The guard requires no additional drilling just unscrewing and unclipping of the plastic OEM parts. Fitting should take 5 minutes.
DA7530 Discovery 3 Silver finish DA7535 Discovery 4 Silver finish
DA7530B Discovery 3 Black
Sump Plate DA7536 Discovery 3
This sump plate protects the underside of the engine and allows the car to slide over objects, forward and backwards due to the rear lip. With a natural finish the plate is made from 6mm 5083 grade aluminium and has been water jet cut to a precise finish. Plate bolts directly into existing holes and bulkheads already in the chassis, using the standard Land Rover fixings.
Transmission Guards DA5625 Defender - Td5
Reduce damage to your Defender 90. Made from galvanised steel, this transmission guard protects your 90’s gear box and cross members from snagging and reduces damage to your vehicle. Bolts on and is easy to fit and importantly it is also easy to remove when your vehicle needs servicing. Note - Only fits with centre exhaust removed and pipe fitted.
DA7532 Discovery 3
This transmission plate protects the underside of the transmission and allows the car to slide over objects. With a natural finish the plate is made from 6mm 5083 grade aluminium and water jet cut to a precise finish. Plate bolts directly into existing holes and bulkheads already in the chassis, using the standard Land Rover fixings and two additional fixings.
Note - Can only be fitted when sump plate (DA7536) is also fitted.
Fuel Tank Guards
Protect your Defender’s fuel tank. Manufactured from 6mm aluminium.
DA6538 Defender 90 - Td5 & 2007 onwards
DA6539 Defender 110 - Td5 & 2007 onwards
