2019

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A CUT ABOVE
THE WORLD'S
BEST STAGE ONE
RESTORATION?

Series One, IIA Travelling Australia's American Legend:

and III restorations Canning Stock Route TeriAnn Wakeman
December
OLD SCHOOL TRIALS then and now. England and Australia 2018 £4.60

TECH & TOOLBOX

Bush mechanics down under
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DECEMBER 2018
PLANNING THE YEAR
T
he fact that this issue contains a free magazine. They encompass the full range of
2019 wall planner has reminded me
that, along with Halloween and ads
on TV for Christmas, we are well into the
autumn. This means that many people will
be in their garages working on restoration
projects and reminiscing about great events restorations.
as next summer seems an eternity away. The
good news is that many of the 2019 dates
have already been announced and are listed
in this issue on page 21. Choose the ones
you are thinking of attending, write them
on the wall planner, put the wall planner
on your garage wall and - hey presto -
there’s a easy cure for the winter blues!
That should also spur you on to get
the work on your vehicle finished in
time for 2019 and, hopefully, so will the
range of restored and recommissioned
classic Land Rovers featured in this
John Carroll
Editor John has owned leaf-
sprung Land Rovers since 1985
and now maintains his small fleet
that covers Series One, IIA and
III models
Steve Donovan
Art editor Steve is deeply
immersed in all things fifties so
needed little encouragement to
work on CLR beyond a sunny
greenlaning weekend in Wales
Tom Lunn
Tom is the Advertising Manager
and is keen to deal with our
advertisers and their specific needs
on an individual basis
Editor: John Carroll
Art Editor: Steve Donovan
Design: Ros Woodham and Lynn Clark
Additional Contributors:
Craig Allen, Toby Savage, Dave Marsh,
Richard Johnson, Sarah Leamy, Violet Deacon,
and Geoffrey Lewis
Advertising Manager: Tom Lunn
Advertising Production: Kay Townsin
Production Manager: Janet Watkins
Group Marketing Manager: Martin Steele
Group Editor: Roger Mortimer
Commercial Director: Ann Saundry
Group CEO & Publisher:: Adrian Cox
www.classiclandrover.com
Series models right up to, what I believe to
be the nicest Stage One V8 Station Wagon
that I have seen. It is the result of a Belgian
family’s restoration work in a domestic
garage and sets the bar pretty high for DIY
Get the heating and the kettle on in the
garage and enjoy this magazine.
EDITOR JOHN CARROLL
john.carroll@keypublishing.com
PS - Don't forget to look at CLR's classified ads
online at www.classiclandrover.com
Garry Stuart
Photographer Garry Stuart has
been photographing Land Rovers,
and plenty of other things with
engines, for decades and is the
owner of a Series III 88in
Emrys Kirby
Knowledgeable contributor Emrys
has his own collection of Land
Rovers and is immersed in the club
scene which makes him an ideal
member of the team
Clare Westbrook
Writer Clare has been using
Nellie, her Series IIA 88in with a
200Tdi engine, as daily transport
for the past decade and has now
bought two classic Range Rovers
Copies of Classic Land Rover can be obtained
each month by placing a standing order with
your newsagent.
Subscriptions
Please refer to main advertisement
within the magazine. All applications
stating name, address, date to commence
and remittance to:
Subscriptions Department,
Classic Land Rover,
Key Publishing Ltd, P0 Box 300,
Stamford, Lincolnshire, PE9 1NA, UK.
Telephone: +44 (0) 1780 480404
Fax: +44 (0) 1780 757812
E-Mail: subs@keypublishing.com
Readers in USA may place subscriptions
by telephone toll-free 800-676-4049 or
by writing to Classic Land Rover, 3330
Pacific Ave, Ste 500, Virginia Beach,
VA23451-9828.
FROM THE EDITOR
Martin Port
Regular contributor Martin
Port is the art editor of Classic
and Sports Car magazine and
owner of a former Trans-Africa
expedition Series II 88in
Louise Limb
Louise is well known around
the club scene as an illustrator,
photographer and writer
and you'll frequently see her
scribbling away at events
Jim Willett
Jim is one of CLR’s technical
contributors. He’s run classic
Land Rovers for years and is
hands-on when it comes to
repairing and restoring them.
Classic Land Rover (ISSN 2052 2258) is
published monthly by Key Publishing Ltd
and distributed in the USA by Mail Right
Int., 1637 Stelton Road B4, Piscataway,
NJ 08854.
Postmaster: Send address corrections to
Classic Land Rover, Key Publishing Ltd, c/o
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Road B4, Piscataway NJ 08854.
The Editor is happy to receive contributions
to Classic Land Rover. All items submitted
for publication are subject to our terms and
conditions, which are regularly updated
without prior notice and are freely available
from Key Publishing Ltd or downloadable
from www.keypublishing.com.
The entire content of Classic Land Rover
is a copyright of Key Publishing Ltd and cannot
be reproduced in any form without permission.
“many people
will be in their
garages working
on restoration
projects”
Kate Russell
Kate, who now owns a 109in
Series IIA camper, does the sub-
editing and a lot of the behind-
the-scenes work on Classic Land
Rover magazine
Ros Woodham
Contributor Ros now has two
Land Rover Santana classics,
enjoys overland travel and takes
great pictures, so she's most
definitely one of us
Ian Clegg
Photographer and designer Ian
Clegg iowns a classic 90CSW and
now contributes regularly to the
magazine
We are unable to guarantee the bona fides of
any of our advertisers. Readers are strongly
recommended to take their own precautions
before parting with any information or
item of value, including, but not limited
to, money, manuscripts, photographs or
personal information in response to any
advertisements within this publication.
Printed in England by Warners (Midlands)
plc, Bourne, Lincolnshire.
Distributed by Seymour Distribution Ltd,
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Key Publishing Ltd,
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Telephone: +44 (0)1780 755131
Fax: +44 (0)1780 757261
Subscription: subs@keypublishing.com
Website: www.keypublishing.com
DECEMBER 2018 3
 FACTORY
DEMONSTRATOR RESCUED

SPECIAL ISSUE MAINTENANCE AND RESTORATION

Early One Ten
100%
SIC Station Wagon
CLAS
CLASSIC
COILER FACTORY
DEMONSTRATOR RESCUED
ISSUE NO 65

LONG WHEELBASE SPECIAL:

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107, 109 & FIRE ENGINE

100%C Prototype
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Swiss Army
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100in

RESTORATION
ISSUE 67 DECEMBER 2018
107in Series One
Station Wagon
ISSUE NO 66
£4.50

& MAINTENANCE SPECIAL 109in IIA garage

tow truck
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109in IIA
1950s RIVALS; LAND ROVERStation Wagon
V AUSTIN GIPSY
88in Series III
hard-top

Rover today. See pages 34-35 for all special offers.

LAND ROVERS REAR VIEW MIRROR Africar v Land Rover Ninety
TECH & TOOLBOX
DIY Series III rebuild
IIA recommissioning
Camper refurbishment
LED indicator fitment
South Africa
LONG WHEELBASE SPECIAL
October
2018 £4.50

JAN 2017 £4.40

November
2018 ££4.50
Australia JOURNEYS

6 A CUT ABOVE
80ins on Scottish NC500
88in to Piaggio Museum
88in on Welsh beaches
107in SW to the Zambezi
California JAN 2017 £4.40

A Belgian family’s top-notch restoration of a

Stage One V8 Station Wagon
6
36 THE LONG AND SHORT OF IT
The oldest coil sprung Land Rover still in
existence - 90 No1

42 A FAMILY AFFAIR
Toby Savage’s Land Rover celebrates its
70th birthday

44 HOT WHEELS
A revitalised Series One 86in that eats up
the miles when required

52 CATWALK MODEL
A farm Series II 88in that has been meticulously
restored for its retirement

58 TO THE RESCUE
The USA’s TeriAnn Wakeman and her Series II 109in
camper

68 THE STYLE COUNCIL

The Series III 88in County Station Wagon in all its
Russet Brown glory

JOURNEYS
62 CORRUGATIONS, SPINIFEX AND SAND
68 Driving a Series III 88in on Australia’s Canning Stock
Route

TECH AND TOOLBOX

76 PROPPED UP 82
A Series One bonnet prop problem solved

78 AN ILLUMINATING MATTER
Fitting LED bulbs to a Series One - controversial?

82 DEFENDER OF THE FAITH

A Scottish Land Rover restorer’s philosophy

86 TIME IS MONEY
The Series IIA refurbishment continues apace
78
4 DECEMBER 2018 www.classiclandrover.com
 WWW.CLASSICLANDROVER.COM
CONTENTS

62

REGULARS
12 NEWS AND PRODUCTS
News, dogs and letters. Some books and a cat…

21 EVENTS LIST 30
2019’s dates are being announced

22 OLD SCHOOL TRIALLING 50 CENTRESPREAD

Early sixties club Land Rover off-road trials The 88in Series One

26 OLD SCHOOL TRIALLING 72 OUR LAND ROVERS

A 2018 club Land Rover trial that turns the clock back A Series III Lightweight and a Series IIA 88in

30 OLD SCHOOL TRIALLING 98 LOOKING BACK

An off-road Land Rover event in Western Australia A glimpse of when Land Rover was just 25 years old

www.classiclandrover.com DECEMBER 2018 5

STAGE ONE V8
‘The chassis was pressure washed,
cleaned, repaired, galvanised and painted’
W
hen it comes to the appearance
and styling of Land Rovers,
understandably, people have
their own favourites. Whether it’s the
austere beauty of an early 80in, David
Bache’s restyle of the Series II’s bodywork
or the seventies-style of the Series III, each
has its devoted fans. One model that doesn’t
always attract such attention is the Stage
One V8, perhaps because its styling reflects
the hybrid nature of the vehicle. It is very
much a leaf-sprung Series III 109in but
with a bonnet and grille that, in order to
6 DECEMBER 2018
accommodate the V8 engine, foreshadowed
those fitted to the coil spring models.
Of course, many people would forgive it
anything because of its V8 power and full-
time 4x4 system.
These particular features, and the fact
that it comes from an interesting period
in Land Rover’s history, make the Stage
One V8 something of an underestimated
classic. The words ‘interesting period’ can
be taken as a euphemism for ‘deep trouble’
as Land Rover’s utility 4x4s were taking a
hammering in the company’s crucial export
markets from Japanese competitors such the
Toyota Land Cruiser.
What gave Toyota an advantage,
and threatened to cost Land Rover its
Australian, African and Middle Eastern
sales, was its powerful engine. To make
Land Rover competitive again, the
government, as owners of the nationalised
British Leyland, sanctioned a development
programme designed to allow Land Rover to
establish new models for the modern world.
The interim solution was to develop the
extant Series III 109in and fit the 3,500cc
www.classiclandrover.com
 The Stage One V8 has been the subject of a
comprehensive rebuild over the past 30 months

Midnight
Grey
www.classiclandrover.com
One Belgian family’s 30-month
restoration of a Stage
One V8 Station Wagon
WORDS JOHN CARROLL PICTURES IAN CLEGG

DECEMBER 2018 7
STAGE ONE V8
Land Rover V8 logo was deliberately prominent
to highlight Land Rover’s new engine
Rover V8 engine and the Range Rover four-
speed gearbox. This boosted the vehicle’s
power and incorporated a better gearbox.
As this new vehicle was intended to be the
first stage of Land Rover’s recovery plan,
it became generally known as the Stage
One V8 but was officially described as the
109 V8.
Either way, it was the first utility Land
Rover with permanent four-wheel drive
while the need to move the radiator
forwards to make room for the engine
resulted in the flat-fronted appearance that
became ubiquitous with the Ninety and
8 DECEMBER 2018
Interior has been subtly updated with new seats and sports steering wheel
to detail shines out from this rebuild
One Ten models soon afterwards. The truth
is that, as always, beauty is subjective as
suggested by the oft-quoted saying ‘beauty
is in the eye of the beholder.’ There’s no
reason why this can’t be true for the Stage
One V8 Land Rover and the example shown
here proves it beyond all doubt.
I would go as far as saying that it could be
the nicest Stage One ever. It’s not a straight
restoration because its chassis-up rebuild
has incorporated a few subtle upgrades but
as a slightly up-specced and modernised
example, it is beyond compare.
It is the property of Rudi Vanderhayden
and his family from Belgium and didn’t
look anything like this when they embarked
on its restoration - they had to look beyond
the state it was in and imagine its beauty
renewed. It’s a 1982 Stage One that was
originally used in West Lothian and was
eventually exported to Belgium. It ended
up there in 2009 and passed through four
Belgian owners’ hands until in 2014 the
Vanderheyden family acquired it. Rudi is
a test driver and mechanic for Ford and
would need all his experience and ability to
rebuild the 32-year-old Land Rover.
Work started and the Land Rover was
stripped to its chassis in 2015. The chassis
was pressure-washed, cleaned, repaired,
galvanised and painted. At the same time
it was converted from right-hand drive
www.classiclandrover.com
V8 from a Range Rover has been fully rebuilt
to left-hand drive to make it more suited
to European roads. For ease of driving, a
power-steering system was fabricated using
a Range Rover Classic steering box - Rudy
says that these steering modifications were
time-consuming but have proved to be
worthwhile.
The previously fitted, high compression
Range Rover V8 engine was stripped and
fully rebuilt with new oversize pistons to
suit the rebore it required before being
connected to a Gold Seal LT95 gearbox and
reinstalled in the rolling chassis.
Rudy had to collect parts for the whole
project from wherever he could and said
that, ‘they came from friends, via the
internet and from Paddocks by mail-order.’
He added that, ‘many parts were hard to
Tubeless Wolf rims and Cooper Discoverer radial
tyres are a modern but appropriate touch
www.classiclandrover.com
The strip down
‘Rudy made
replacement door
pillars, repaired
the bulkhead with Engine and gearbox out
new footwells and a
NAS-style rear step’
find with the Stage One being one of the
less common models of Series Land Rover.’
It was a similar story with the bodywork
so Rudy made replacement door pillars,
repaired the bulkhead with new footwells
and a NAS-style rear step but sandblasted
old parts as necessary and learned to spray
paint at night school. He said that ‘the paint
shade is Midnight Grey and that the paint
worked out as expensive to buy because The V8 in bits ready for overhauling
he needed so much - 20 litres - for the big
109in Station Wagon.’
Everything was sprayed with epoxy
primer and then top coated in grey. He
even separated the panels of the tropical
roof so that he could paint inside the outer
Panels being primed
Gearbox going back into the rolling chassis
DECEMBER 2018 9
STAGE ONE V8
‘Every detail has
been attended to
in this, Rudy’s
second Land Rover
restoration’
skin. The body panels were reassembled
and fitted with newly galvanised cappings
as required. Inside, the sound insulation
was upgraded, different seats were re-
upholstered and fitted as was a leather
dashboard and a sporty steering wheel.
There is no doubt that the Land Rover
became a labour of love and took two-and-
a-half years from start to finish. Attention
to detail is evident everywhere: stainless
steel bolts heads are visible in the door
hinges, the panels and doors fit correctly
and the engine bay is spotless. Orange bulbs
allow all the front lights to have clear lenses
while clear indicator lenses are also fitted at
the rear. This choice of lights enhance the
vehicle’s two-tone grey and cream colour
scheme to work well and give a cohesive
appearance to the overall look.
The Land Rover V8 graphics have
been renewed and extras like the wing-
top protectors are subtle because black
chequerplate has been used for these useful
items. Wolf wheels with tubeless Cooper
STT Discoverer tyres suit the vehicle but
also offer modern handling and braking
capabilities. Every detail has been attended
to in this, Rudy’s second Land Rover
10 DECEMBER 2018
Accessories have been deliberately chosen to
be subtle and complement the Stage One
Land Rover V8 logo was deliberately
prominent to highlight Land Rover’s new
engine
Stage One featured a new grille and grille
badge at its introduction
Happy family and proud owners; left to right,
Xander Vanderheyden, Rudi Vanderheyden
and Vanessa Rizzuh
restoration. His first was a Series IIA 88in
and, from the pictures on his laptop, it was
as nicely built as this Land Rover.
It is a family Land Rover and, despite its
concours state, it has been rebuilt to be driven
and used. Evidence of this is that, when these
photographs were taken in July, the family
was using it to pull their caravan for a touring
holiday in England. They were at the big War
and Peace Revival military vehicle show in
Kent with friends with military Land Rovers at
the start of a trip to the south-west peninsula.
Regardless of the fact that it was a civilian
Land Rover at a military vehicle show, it
attracted plenty of envious glances. Beauty
is indeed in the eye of the beholder or, in this
case, beholders!a
www.classiclandrover.com
 Land Rover
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www.classiclandrover.com DECEMBER 2018 11

 NEWS & VIEWS
Gipsy for sale
David Sutcliffe’s 1964 pet-
rol-powered short wheelbase
Gipsy, featured in last month’s
CLR, is up for sale as he needs
the funds to begin restoring his
grandfather’s Series One 107in
pick-up.
It has an MoT and he is inviting
www.firstfour.co.uk
offers in the region of £8,000
For more details contact
david-gipsy@hotmail.com
12 DECEMBER 2018
Family Fun
After a last minute decision, we
decided to attend the Lytham Hall
Steam Rally which is held just
eight miles down the road from
where we live. When we arrived
about 9.30am there were already
eight other Land Rovers parked
up including Steve Pickles Series
IIA Forward Control, Jon and Car-
ol Hayes’s ex - Westmorland 109
Fire Tender and Jim Gardner’s
recently turned out IIA 6x6 Leaf
Sprung Landys Recovery truck.
We parked up at what was the
end of the line in our 1955 model
year 86in Series One and stayed
inside for a good hour to give the
rain time to stop.
By now another three vehicles
had arrived including a 101 FWD
Control and a very smart Series IIA.
Lytham Hall Steam Rally is in
its second year and organised by
Lytham Rotary Club to help raise
Travelling in style
Paul Fish of Leigh
in Lancashire spent
five years restoring
this lovely 1951 80in
Series One which
was used recently
to transport his
daughter Abi to her
wedding to Andrew
Gallacher.
money to refurbish the historic Fyl-
de coast hall. There was plenty on
display to see and do for the fami-
ly including several full-size steam
engines and a host of miniature
engines besides some classic,
vintage vehicles and tractors.
There was also plenty of crafts
and traders inside the hall and
within the grounds: a large inflat-
able play area and a miniature
steam train offering rides was
brought along to keep youngsters
entertained. A particular highlight
for me was the ex-F1 Jackie Stew-
art BRM Grand Prix car on display.
During the day the weather
improved enough so we could
remove coats and get some
afternoon sun, this helped bring the
punters in. All in all an enjoyable
local day out with like minded folks,
family and of course Land Rovers..
Words and pictures Andy Robinson.
 NEWS
NEWS
& VIEWS
& VIEWS

Land Rover Pet of the

Grand unveiling
Just as this edition of CLR went to press, a one-off Land Rover
Month
More applications to join this most exclusive motoring club.
Defender was unveiled at Selfridges in London - the centrepiece of
To enter please send photographs of your pets and
the new-look menswear department at the Oxford Street store.
classic Land Rovers, and a few words about both, to
The Selfridges Edition Defender Works V8 was dismantled and
news@classiclandrover.com
made a dramatic entrance earlier in the month through a first floor
window before technicians from Land Rover Classic reassembled
the vehicle in full view of shoppers over a four-day period.
It began life as a 2016 Defender 110 Pick Up but the Land Rover
Classic team have turned it into a 110 Soft Top, complete with a
branded hood in trademark Selfridges yellow. The bodywork is
finished in contrasting Bronze Green with a heritage style folding
windscreen and half-height doors.
The Selfridges Edition features chassis and powertrain upgrades
introduced on the Defender Works V8 – 70th Edition, which was
announced in January to celebrate Land Rover’s 70th anniversary
year. Featuring a 400bhp V8 that produces 515Nm of torque, an
eight-speed ZF automatic transmission plus uprated brakes and
suspension, the limited-run Works V8 derivatives are the fastest
and most powerful Defender models ever produced. Harley Fiona and Frida
The period-style seats Harley is a sprocket or rather The photograph of this
feature chocolate leather a sprocker, who should be elegant pair was sent in by
upholstery with ivory spending his days searching Kenneth Jones of Santa Ana,
cross-stitching while the for drugs with a policeman California. Poodles Fiona and
addition of a Jaguar Land
but didn’t quite make the Frida look very elegant in the
Rover Classic Infotain-
ment System combines grade. As a result he now back of his 1973 Series III.
period charm with helps around the CLR office
cutting-edge audio tech- or lies on the sofa between
nology, providing satellite walks with John and Ro.
navigation, DAB digital
radio and Bluetooth con-
nectivity in a classically
styled head unit.

Stocking filler?
Is this the ultimate kids’ toy? Toylander has produced a miniature
replica of a 1948 Series One, ready to drive and yours for £4,150
– excluding delivery. It comes fully built with two motors, two
batteries, charger, spare wheel, number plates (chosen by you) and
Millie Basil
your choice of colour.
Built by hand the electric David Priestley from West Paul Fish of Leigh in
car is packed with realistic Sussex writes: “This is Millie Lancashire submitted this
features to including forward/ checking out the comfort of picture of his 1951 80in
reverse gears, speed control, the recently fitted Smart car Series One with his daughter
footbrake, handbrake, lights, seats in my ex-MoD 90.’ Abi’s dog Basil at her wedding
folding windscreen, opening to Andrew Gallacher.
tailgate, pneumatic tyres and
horn. The tough monocoque
body is spacious enough for
www.firstfour.co.uk

one adult and two children, and

it can reach speeds of 5mph.
If you prefer to build your own
car kits start at £1,315 but
you’ll need a manual which
costs £49.50.
More details at www.toylander.
com

Please send in your news and letters for inclusion on these

Trudy and Penny snaps of his border terriers Trudy
pages. It may be a new product you’re retailing for the first
Gordon Barber who sent the and Penny with his Series III
time, a show you’re organising, a piece of research you’re vintage trials pics elsewhere 88in. The dogs were snapped in
aware of, a special Land Rover you own or know of - in fact in this issue also sent us these Brewood, Staffordshire.
anything at all that you feel may be of interest to our readers.
Please email news@classiclandrover.com

www.classiclandrover.com DECEMBER 2018 13

 NEWS & VIEWS

The Victorian Automotive
Chamber of Commerce was
formed in Bendigo in regional
Victoria, Australia in September
1918. To celebrate its centenary,
a cavalcade of 100 vehicles was
selected to represent a unique
contribution to automotive histo-
ry in each year.
Centenary
Cavalcade
My 1959 restored short wheel
base soft top ex-army Land Rov-
er was selected to represent the
year that Land Rover vehicles
commenced regular service with
the Australian Army. This associ-
ation with the Australian military
continued for six decades. On
Saturday September 22, 2018
the cavalcade drove the 150 km
from Melbourne to Bendigo for
a public presentation, ‘show and
shine’ and gala dinner. The 100
vehicles were each presented
with a unique participation
medallion.
Graham Reeve, Melbourne,
Australia.

New venue for LATP

For those of you worried that your annual leafers-only weekend
in August was in danger of becoming a distant memory, fear not.
Those good sorts at Seriously Series have come up with another
venue that ticks all the boxes and has “a pit, a railway,and a bloody
www.firstfour.co.uk
Sturdily shod
Cooper Tire Europe’s continued support and collaboration with the
South Snowdonia Search and Rescue Team (SSSART) is helping
the team of volunteers save lives in the most extreme conditions.
This collaboration means all the rescue team vehicles are fitted

good café.”
So, Leafers at t’Pit will officially be back on August 24 and 25,
2019 at Apedale Valley Light Railway, Chesterton, Newcastle-un-
der-Lyme, Staffs, ST5 7LB. We’ll hopefully see you all there.
with the Discoverer STT Pro POR tyres, the toughest off-road tyres
that Cooper manufactures. This tyre features Cooper’s proven
class-leading Armor-Tek3® Construction, which ensures strong
durability, delivering strength to the sidewall and tread areas.
“Our priority is to get where we’re needed as quickly as possible,”
says Ken Griffiths, vehicles officer at SSSART. “With Cooper tyres
we can keep going where other tyres would have to stop, allowing
us to reach people quickly, even in the most remote areas.”

Avid SSSART puts the Cooper tyres through their paces, from weekly
training sessions (bi-weekly during the summer months) to more

Reader
than 28 emergency call-outs a year; and they haven’t been disap-
pointed.
Griffiths added: “People’s lives
Kirsty and Philip King have depend on our vehicles, so for us
sent in this lovely photo of their having good tyres that last is funda-
fourth-month-old son Charlie mental.”
taking great interest in a copy For more information on SSSART, go
of Classic Land Rover. Could he to: www.sssart.org.uk or via Facebook
possibly be our youngest reader? at //www.facebook.com/SSSARTeam

14 DECEMBER 2018 www.classiclandrover.com

THE PERFECT FIT FOR
MODERN DRIVING

CLASSIC INFOTAINMENT SYSTEM The new Land Rover Classic Infotainment System
is designed to fit the following models*
The new Land Rover Classic Infotainment System fits perfectly Defender 90, 110, 130, Range Rover Classic
with the authentic interior design of your vehicle and is packed (1993-1996), Discovery 1 (1994-1998) and
Freelander 1 (1997-2004)
with modern technology.
Key features include:
Providing route guidance in either 2D or 3D, the GPS Navigation – DAB/DAB+ Radio
System has a choice of up to 32 languages. 4 x 45 watt digital
– BluetoothTM Connectivity: hand-free calls
amplification delivers a rich, complete sound, whether your and music streaming
music is classic or modern. DAB+ lets you enjoy your favourite
– Satellite Navigation
stations with the highest sound quality. Smartphone integration
– Smartphone Integration
enables you to make hands-free calls and lets you transfer up
to 1,250 existing contacts. – 3.5’’ digital Touchscreen

– FM/AM Radio
The Infotainment System comes in a choice of black or silver
finish to perfectly fit your Land Rover’s interior. – 4 x 45 watt digital amplifier

Land Rover Classic Infotainment System is available at

classicparts.landrover.com and from your local retailer.

For more information, contact our Technical Advisors on

+44(0)2476 565 708 or lclassic@jaguarlandrover.com

*It is possible to fit the Classic Infotainment System in other vehicles, but this may require an additional bespoke fitment solution. This product should be fitted by an audio specialist.
 COMPLETE READY TO DRIVE
CARS OR SELF BUILD KITS
• Build manuals & full kits,
controlled speed, lights, horn,
• Pre-cut panel sets
& ready-made bodies available
• Manual includes
full component
and body cutting dimensions
• Battery powered DIY kits or parts

For more information please contact 01291 626141 | sales@toylander.com | www.toylander.com

JohnRichards surplus
Family run business spanning 3 generations
Ex-Military parts & general surplus including
vehicle related gifts
Land Rover, Discovery, Range Rover parts
Original, Ex MOD & Pattern parts for all models
Tyres & Batteries

Retail outlet THE SMITHY, WOOD LANE, HINSTOCK, SHROPS. TF9 2TA
Tel No./Fax: 01952 550391
Email for enquiries info@johnrichardssurplus.co.uk Payments accepted
through Paypal, BACS,
http://stores.ebay.co.uk/johnrichardssurplus Cheque/Postal Order, Card.

www.johnrichardssurplus.co.uk

WELCOME TO YOUR
LAND-ROVER’S FUTURE

BRAND NEW BULKHEADS

Guaranteed to be stronger
and corrosion free!
Manufactured to the original design
and ready to fit.
For Land-Rover Series 2 & 2a models

www.pegasusparts.co.uk
Tel: 00 44 (0)1737 764377
16 DECEMBER 2018 www.classiclandrover.com

Having a party?
Camping in your Land Rover can be lots of fun but sometimes you
need a bit of extra space to spread out and sociaise with friends – an
awning is ideal for this.
Vango, which has a long and illustrious history of designing and
manufacturing outdoor equipment, turned its hand to inflatable
awnings some years ago. Since then the company has continued to
develop the range with innovative new products including those that
can be left in-situ while you drive away your vehicle to go exploring.
For 2019 they are showcasing a range made with specially created,
more durable fabrics they call Sentinel Signature and Sentinel TenCate
to help users beat the elements, come rain or shine. Key models include
the Rhone driveaway awning in Sentinel Signature fabric which means
the temperature will remain comfortable during the cooler months,
while a fully sewn in groundsheet provides a bug and draught-proof
environment (RRP £1,275) and the AirHub Hexaway with a hexagonal
design that ensures you can use all the space and, as it has a single in-
flation point, it is quick and easy to inflate and deflate (£725). Visit www.
vango.co.uk or find the company on Facebook, Twitter and Instagram
Personal
recollections
The article by Louise Limb on the Gipsy in issue 66 of Classic Land
Rover is very comprehensive. I joined Rover in 1957 as a very junior
15-year-old clerk, in the main drawing office. I was based on the
transmission section. This was headed up by Frank Shaw and his
section leader was Alan Shrimpton. The main topic of conversation
was the impending introduction of the Austin Gipsy.
The article suggests that Jack Swaine called in Harry Weslake to
work on the cylinder head of the new Land Rover 2,286cc engine. I’m
certain that’s not correct. I am sure his only involvement was with
the car six-cylinder engine.
It mentions that the Mk4 Gipsy was assembled at Adderley
Park works. I went to a school next door to this assembly plant.
It was never described as that, it was always known as the Morris
Commercial. I remember watching Morris Minor vans and pick-ups
being loaded for delivery. I only just missed the Gipsy on that line.
From my limited contact with Maurice Wilks, I can say that he
was a very nice person. He had three sons of his own and knew
how to approach and deal with young boys. Obviously he wouldn’t
have been in his position without the ability to lay down the law. He
was most insistent that the Land Rover Mk 2, was to be introduced
on the production line within six weeks. Eventually it took two
months, but everyone achieved an almost impossible task.
Some months earlier David Bache had produced the new body
style for the Road Rover project. This however was a long wheel
based vehicle. Maurice Wilks was very firm with Bache insisting
that he had one week to interpret the new style onto the short
wheeled based vehicle.
It would be very interesting if Stephen Wilks could comment on
the above. Graham Nash.
www.classiclandrover.com
NEWS & VIEWS
G-WACs on parade
The Project Jay Preservation Group were well represented at this
year’s Peterborough Land Rover show and managed to muster up five
G-registered, two H-registered, and two L-registered ‘Jays’. Including
G312 WAC, which one member brought all the way from Cologne.
October’s Discovery Birthday Party at the Hoe in Plymouth was attend-
ed by, among others, the five-door pre-pro G513 DHP and G526 WAC.
Next year is the 30th anniversary of Discovery and a number
of events are planned. Look out for The Project Jay Preservation
Group at Practical Classics Classic Car and Restoration Show at
the NEC from March 22-24, where
Ian Rawlings will show the progress
he has made with G463 WAC and
the Land Rover Legends show at
Bicester Heritage on May 26-27.
www.firstfour.co.uk
Parts Provision
CLR reader Mike Williams contacted Land Rover requesting a list
of genuine Series parts be made available – preferably in an online
searchable format and that owners should be contacted to see
which parts they would like to see back in production.
He was encouraged with the response received from Sally
Clennell, a member of the Land Rover Classic department who
stated: “We will be launching a completely new, dual branded,
eCommerce solution towards the end of the year and all parts that
are available, will be orderable on line.
“It will start with catalogues for the more modern classics but
will grow as we start to digitise the older catalogues too, but un-
catalogued parts should also be available to search and order.
“We are also planning to link up with the various Land Rover
Clubs on a regular basis, so that could be the best conduit to
gather information relating to unavailable parts.”
Good news indeed..
DECEMBER 2018 17
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The Showground, The Cliff, Matlock, Derbyshire. DE4 5EW

Adventures for a Lifetime
Author: Ed Stafford
Publisher: Harper Collins
Year: 2018
ISBN: 976-0-00-830635-9
Language: English
Binding: Softback
Pages: 266
Size: 191x248mm
Price: £18.99
www.harpercollins.co.uk
Make no mistake, this isn’t a book about
Land Rovers. If your thing is getting the
right rubber matting for the rear load area
of your Series One then it’s not for you.
On the other hand, if your Land Rover is a
passport to adventures and your ambition
to travel goes as far as some distant
horizon then it will fan the flames of those
ambitions. Author Ed Stafford is of the
latter type and says: “Life is for going out
into the open. Life is for exploring, for
feeling cold and vulnerable, for finding
new possibilities and new opportunities.”
It is part handbook, part guidebook
and contains an inspiring selection of
hand-picked adventures for those who
don’t mind a bit of discomfort in order
to experience the wilder side of this
planet. Stafford should know what he’s
talking about: in 2010, he walked the
length of the River Amazon. The book
contains stunning photography combined
with numerous sketch maps, as well as
Stafford’s commentary throughout to
inspire adventurers to create their own
expeditions with kayaks and boats, dog
sleds and bicycles. There is a chapter
devoted to vehicle-borne trips and
most of it relates to the pan-American
highway from Alaska to Tierra del Fuego
and refers to the Range Rover Darien
Gap expedition of years ago but there is
also mention of Iceland’s ring road.
Verdict: As someone who has had
itchy feet and compelled to see a few
of the world’s remote places, this book
brings back memories of hot deserts
and icy cold whitewater.
www.classiclandrover.com
Range Rover Second
Generation
Author: James Taylor
Publisher: The Crowood Press
Year: 2018
ISBN: 9781785004735
Language: English
Binding: Hardback
Pages: 192
Size: 260x215mm
Price: £25
www.crowood.com
The second generation, or P38, Range
Rover had a tough act to follow in the
form of its predecessor. It was a success
and sold well but, in later years gained
a reputation for unreliability and never
seemed to have the popularity among
enthusiasts that the earlier version did.
Nonetheless, the P38 does have fans and
this book will most certainly appeal to
them. It is one of those solid, packed
with facts and figures-type books that
chronicles things like the vehicle’s
development history and changes during
the eight-year production run. It also
features the numerous limited editions,
the Autobiography versions, after-market
models from Overfinch and Jankel, police
vehicles and the versions built for the
important North American SUV market.
Full technical specifications and around
250 photos tell the complete story.
Interesting anecdotal information comes
from the memories of designers and
engineers.
Verdict: If you currently own a P38 then
this book should be on your bookshelf
as a source of information about this
largely neglected Solihull classic. If you
have fond memories of one that you have
owned or driven then the same may apply
but, as is often the way with model or
marque-specific books, if the P38 doesn’t
pique your interest then it’s not for you
as it doesn’t add much to the overall Land
Rover story.
BOOKS & STUFF
Portable Power
You know what it’s like; you’re in a hurry,
you go outside and the Land Rover that’s
been standing for a while won’t start.
You get your other Land Rover but can’t
quite get it near enough to connect the
jump leads between batteries. You have to
get the battery charger out of the garage
and then can’t find the extension lead
that reaches from the house socket to
the Land Rover so that you can plug the
battery charger in… What you need is one
of these Portable Power 1700RC Rapid
Charge compact jump starters as it makes
the above scenario much easier to deal
with. Simply attach it to the Land Rover’s
battery with the substantial crocodile clips
on the ends of equally substantial leads,
turn the key and off it goes. All you have
to remember is to keep the Portable Power
1700RC (Rapid Charge) unit fully charged
and, to this end, it comes with a selection
of devices including an automatic,
three-stage intelligent charger and a 12v
to 12v charger so that it can be charged
by a running vehicle. Full instructions
are supplied and the unit is covered by a
full two-year parts and labour warranty
including its integral battery. The 1700RC
is a compact unit measuring 31cm high,
30cm wide and 11cm deep. It weighs
9.2kg because of the battery, has a built-in
carrying handle and feels like a quality
item. https://portablepowershop.com
Verdict: Faced with a 109in outside
my house where it had been standing,
a turn of the key revealed that there
wasn’t quite enough life in the battery
to start its diesel engine. Fetching the
Portable Power 1700RC became a genuine
real-world test. The crocodile clips made
a good contact on the battery terminals
and after letting the glow plugs warm
things up, turning the key further saw the
Land Rover fire up. I was so enthused that
I went into my garage and started up a
project vehicle by way of a further test! All
that remained was to plug the charger into
its own charger so that it is ready for the
next time it is required. At £249 plus VAT, it
is not cheap but if it saves a couple of hours
messing about to start an awkwardly parked
vehicle more than once, I reckon that it’s
money well spent.
DECEMBER 2018 19
 See more at:
www.retroeighty.co.uk

Jake Wright
YORKSHIRE SPECIALISTS
Traditional Motor
Engineers specialising in -
Repairs and Service for all
models MOT’s & Welding.
Full or part restorations.
Chassis and bulkhead
replacements.
WE ALSO HAVE
SELECTED VEHICLES
FOR SALE -
SEE OUR WEB SITE Classic Tyres

www.jakewright.com
Hilltop, Burley-in-Wharfedale, ILKLEY, West Yorkshire LS29 7JW
Tel: 01943 863530 Fax: 01943 864840
E mail: info@jakewright.com
Opening times: Monday - Friday 8.30am - 5.30pm Saturday 9.30 - 12.30pm

Discovery of a
new adventure
Looking for a new defender? Find out how
we can become your Classic Land Rover
Insurance provider

CALL NOW
0800 083 6228
carolenash.com/classic-car
UK opening hours: Mon - Fri 8am - 8pm, Sat 9am - 5pm.
As with all insurances, terms and conditions apply. Carole Nash Insurance Consultants Ltd
is authorised and regulated by the Financial Conduct Authority, irm reference no. 307243.
Carole Nash is a trading style of Carole Nash Insurance Consultants Ltd, registered in
England and Wales no. 2600841.

20 DECEMBER 2018 www.classiclandrover.com

Events
Dates already announced for 2019
l
c
p
Land Rover Only Event

CLR coverage

Prizes
m
t
Motorsport

Camping

b Beer Tent i Points of interest

January
19-20
Adventure Travel Show
Get face-to-face with specialist adventure
travel companies.
Olympia, London
www.adventureshow.com

February
15-17
Adventure Travel Film Festival
Bright, Victoria, Australia
info@adventuretravelfilmfestival.com

April
27-28
Adventure Overland Spring Show
Indoor and outdoor trade stands with camping.
Stratford Racecourse, Stratford-Upon-Avon,
Warwickshire, CV37 9SE

May
11-12 A family show with mix of military and vintage civilian
Gaydon LR Show 25-27 displays
British Motor Museum, Banbury Road, Gaydon, The Overlord Show 07899 025091/amy@ashdowncamp.com
Warwickshire,CV35 0BJ Three days of military vehicles, living history www.ashdowncamp.com
10am-5pm (4pm Sun) accompanied by militaria and food traders.
Adults £14, Children £9
www.britishmotormuseum.co.uk
In support of military and local charities.
www.overlordshow.co.uk
28-30
LRSOC National Rally
23-27 25-27 Norfolk tba
(members event)
Series III & 90-110 Owners’ Club Land Rover Legends www.lrsoc.com
National Rally Bicester Heritage, Oxfordshire
Sibbertoft, Northamptonshire www.landroverlegends.com
www.thelandroverclub.co.uk
July
25-27 June 23-27
ALRC National Rally 15-16
Anglian LRC and Chiltern Vale LRC War and Peace Revival
Site near Milton Keynes Wartime in the Vale Hop Farm Show Ground, Maidstone Road, Paddock
More details tba Ashdown Farm, Badsey, Nr Evesham, Worcestershire, Wood, Kent, TN12 6PY
www.alrc.co.uk WR11 7EN Military vehicle and reenactment show.
www.warandpeacerevival.com

26-28
Kelmarsh Land Rover Show
http://kelmarshlandrovershow.com

August
24-26
Leafers At t’Pit
New Venue!
Apedale Valley Light Railway, Chesterton, Newcastle-
under-Lyme, Staffs. ST5 7LB

September
14-15
MROC Major’s Memorial Trial
50th Anniversary Event
Eastnor Castle, Eastnor, Ledbury HR8 1RN

To have your Land Rover event listed here send

details to news@classiclandrover.com

www.classiclandrover.com DECEMBER 2018 21

OLD SCHOOL TRIALLING
Sixties
Style
John Carroll examines the history
of the early Land Rover trials
WORDS JOHN CARROLL
PICTURES GORDON BARBER
lmost as old as the Land Rover, is
A the sport of 4x4 trials, a version
of the pre and post-war activity of
sporting car trials. The advent of mass-
produced 4x4 vehicles and the availability
of them to the British public in the form
of war-surplus Willys Jeeps and, soon
afterwards, the new Land Rover, meant that
it was almost inevitable that trials would
be organised. These would allow owners to
pit their cross-country driving skills against
one another in a competitive way that
was measured and scored in order to rank
contestants.
22 DECEMBER 2018
During the mid-‘50s, a group of Land
Rover enthusiasts approached the Rover
Company with the proposal that a club
be formed to cater for private Land Rover
owners. The company liked the idea and
formed the official Land Rover Owners’
Club Ltd (LROC). It was wholly owned by
the Rover Company with its organisation
based at the Solihull factory in the form
of company staff. Branches for different
geographical areas of the country were
set up in and around the UK and also
abroad. While these were self-governing
they conformed to the Solihull-based
organisation’s rules etc. A quarterly journal
the ‘Rover Review’ was published by the
company and mailed to members.
During this time, the National Rally
became a significant event in Land Rover
Club members’ calendars. Initially, it
was a two-day event split between two
Warwickshire venues: Saturday was spent
enjoying a factory tour and a drive on the
test track at The Rover Works at Solihull
and Sunday was then spent driving off-road
at a site in Fenny Compton.
One of the tests at the factory involved
owners allowing staff to set faults on
www.classiclandrover.com
 Longleat 1959: 88in stripped to the waist.
This registration number is now on a Skoda

Ware, Hertfordshire 1963: This 88in has a few accessories in the

form of Lucas spotlights, recovery eyes and grille badges. This
registration number is now on a Peugeot

Twyford, Berkshire 1962: No16 negotiating a section in the ferns.

DVLA has no records of this number

Twyford, Berkshire 1962: No 4 on a section, note folded in wing

mirrors and competitor number on nearside headlight. DVLA has
no records of this registration number

‘One of the tests

at the factory
involved owners
allowing staff
to set faults
on their Land Ware, Hertfordshire 1963: This 1960 petrol 88in with Deluxe bonnet, capstan winch
and recovery eyes still exists and is SORN. Spectator fashions haven’t changed!
Rovers’
www.classiclandrover.com DECEMBER 2018 23
OLD SCHOOL TRIALLING
Ware, Hertfordshire 1963: This 88in has a capstan winch in the usual place
and recovery eyes on the dumb irons while a spotlight is tucked out of
harm’s way. DVLA has no records of this registration number
their Land Rovers. The owners then had to
diagnose and fix the fault before driving
their vehicle over a line. The first to cross
the line was declared the winner.
The seventh National Rally was held in
November 1961, there was no event in 1962
and in 1963 the rally was held at Stratford
Races and Fenny Compton and for 1964 it
was also at Fenny Compton. The rally date
varied through the year with weekends in
April, May, August, October and November
being favoured. Incidentally this system
would endure until 1973 when the Spring
Bank Holiday at the end of May was fixed.
It was at these early events where the
concept of the trial with canes marking
the gates was introduced. These usually
involved traversing rough ground rather
than the hill climb test of many production
car trials of the time.
Alongside the National Rally, the regional
groups also organised off-road events for
members and a Southern LROC member and
trials participant of the time was Gordon
Barber from Staffordshire whose photos
appear here. They cover events that took
24 DECEMBER 2018
Fenny Compton 1964: Section 8 was cutting
up by the time the driver of this 88in
attempted it. His Land Rover was almost new
then as it was registered in September 1963.
It was last taxed in October 1983
place between 1959 and 1964 at venues
that include Longleat and Lyneham in
Wiltshire. Twyford in Berkshire and Ware in
Hertfordshire were a couple of other trials
sites as was Fenny Compton, the site of
numerous National Rallies.
Change came to the LROC on Jan 1,
1967 when the company revised the club
structure under the umbrella of the Rover
Owners’ Association (ROA). The branches of
the LROC were made into separate clubs and
asked to rename as Rover Owners’ Clubs.
These new clubs were affiliated to the new
body, still owned by the Rover Company Fenny Compton 1964: A 1958 Series II
that continued to fund the central body and with plenty of grille badges and extra lights
provide secretarial services. Members of the attempting Section 8. Flat caps and ties
were the trialling dress code! DVLA has no
records of this registration number
‘The National Rally
became a significant
event in Land Rover
Club members’
calendars’
www.classiclandrover.com
 affiliated clubs could, on payment
of a membership fee, become a life
member of the Headquarters Club
of the ROA. Each year the ROA
(Headquarters Club) organised the
National Rally.
The organisation’s quarterly
publication was continued, but
was now called Rover Review.
The newly formed individual
clubs were given the legal
approval to use various company
logos in their title after their
designs were sanctioned. This
is when clubs such as Southern
ROC, Somerset and Wiltshire
ROC and Lancashire and Cheshire Lyneham, Wiltshire 1964: Number 10 is an early diesel Series II 88in on a muddy section. Note
ROC came into being. Rover diesel grille badge along with owners’ club and AA badges. This registration number is
With the advent of the ROA, the now on a Jaguar
national events gradually became
organised as camping and
caravanning events and began
moving around the country
from one year to the next. In
1966 the venue was Bredon in
Worcestershire, 1967 was at
Ancaster Lincolnshire; 1968
Raydon Suffolk; 1969 and 1970
Eastnor Park, Herefordshire;
1971 Kettlewell Yorkshire; 1972
Scotland; 1973 Weaversdown,
Hampshire. With the exception
of 2001 when foot and mouth
prevented off-road gatherings,
there has been a National Rally
every year since the eighth
National in 1963. Trialling
may have evolved - especially
in terms of specialised
competition vehicles - but the Fenny Compton 1964: Truck cab 868
FBL was registered in September
aim is still get through the
1963 so was almost new at the time
gates on rough terrain without
touching the canes.a of this trial. It was last taxed in 1992
by which time it was V8-powered
Association of Land
Rover Clubs
The Association of Land Rover Clubs
(ALRC) is the successor of the Rover
Owners’ Association (ROA) via the
Association of Rover Clubs (ARC). The
ROA was changed into the ARC on Jan
1, 1978 and the ARC became the ALRC
on Jan 1, 2006. The Association of Land
Rover Clubs is a single-marque club
whose operation is dedicated to products
of Land Rover Ltd and its predecessors
and operates with its consent, catering
for owners and users of all Land Rover
vehicles. The association is an international
organisation with member clubs from
around the world. The clubs within the
association cater for a variety of interests.
The majority participate in off-road
competition, varying from family vehicle
trials to speed events such as competitive
safaris. Within the constituent clubs are
numerous individual members who like
greenlaning, camping and caravanning or
restorations.
Ware, Hertfordshire 1963: This 1958 model Series II is diesel-engined Some of the information for this article
evidenced by the circular grille badge below the headlight and diagonally
was provided by the ALRC.
below a LROC grille badge. DVLA has no records of this registration
www.alrc.co.uk/

www.classiclandrover.com DECEMBER 2018 25

OLD SCHOOL TRIALLING

The
Patina
National
Turning the clock back in North
Yorkshire with an RTV trial

WORDS AND PICTURES JOHN CARROLL

Robert Walsh’s 80in had an old-time trials
look about it
Russ Beck on a tricky part of a section
he events described on the previous
T pages gives a glimpse into the early
days of Land Rover Club trials and
4x4 motorsport generally. They took place
more than 50 years ago and over the course
of those decades the sport became more
specialised with purpose-built trials specials
and so on coming to dominate the scene.
By way of turning the clock back, the
Yorkshire LROC hosted the Patina National
in September. It was the third event so
named and the second competitive one and,
in order to keep formalities to a minimum, it
was run as a Road Taxed Vehicle (RTV) trial
for leaf-sprung Land Rovers. The leafers-
only rule was instigated because the event
alluded to the years before the advent of the
coiler. Current RTV regs are such that Land
Rovers have to be road legal to participate
meaning that, as far as possible in 2018,
things would look pretty old school.
The event was set for a September weekend
at a well-known 4x4 club trials site near
the picturesque town of Helmsley in North
Yorkshire, which is used by numerous Land
Rover clubs. Camping was arranged in
nearby Nawton.
The YLROC combined this trial with one of

26 DECEMBER 2018 www.classiclandrover.com

 Adam Barker behind the wheel of an 88in Series One

Jim Walsh in his two-litre diesel Series One 88in

Dave Marsh getting to grips with Emrys Kirby’s 80in

‘Trophies for the first

The Best Dressed Crew was Ed Howard and Emily Cope
three in each of the
trials classes were
awarded as well as
some slightly more
frivolous ones’

the other events on their calendar to make

it a full weekend of activity and allow those
who wished to enter two trials over the
weekend.
To keep the Patina National RTV simple,
rather than opt for the comprehensive class
structure favoured by Association of Land
Rover Clubs (ALRC), it was merely divided
by wheelbase as last year. YLROC is a
Motorsport Association (MSA)-registered
club so is sanctioned to hold competitive Emrys Kirby grins after clearing a cane on an ascent
events of this type and as a leaf-sprung RTV
trial this event’s regs meant that door-tops
need not be in place but hood sticks and

www.classiclandrover.com DECEMBER 2018 27

OLD SCHOOL TRIALLING
Richard Streeton on the muddiest section of
the day
windscreens were required and drivers
needed an MSA club card to compete.
It was billed as an event for ‘non-shiny,
road legal, leaf-sprung 80, 86 and 88in Land
Rovers’ but shiny ones weren’t turned away,
the organisers just didn’t want anyone being
too worried about a concours paint job…
The Patina National RTV trials classes were
as follows: Leaf springs 'up to 87in', 'over
87in' and '95in and over'. In the event, there
were no LWB entrants neither were there
any Austin Gipsys or Jeeps though some
had been invited in view of being old school
leafers (with the exception of some Gipsys).
On the Friday prior to the event, YLROC
members set out ten trials sections over
the lumps, bumps and undulations of the
Helmsley site and on Saturday morning, 13
drivers lined up for scrutineering in 80 and
88in Land Rovers.
This was a pleasing number and from
that moment on, the day had a relaxed
and friendly feel and the event ran with all
Grinning madly, overall winner Toby Savage
in his 80in
This was Louise Limb’s first Land Rover Club
trial
Mike Shepherdson was another newcomer to
Land Rover trialling
28 DECEMBER 2018
‘Door-tops need
not be in place but
hood sticks and
windscreens were
required and drivers
needed an MSA club
card to compete’
Jim Walsh for entering the trial in an 88in
Series One with a two-litre diesel engine.
Finally the Editor's Choice (for something to
be decided on the day) was given to Robert
Walsh for no other reason than his 80in was
the Land Rover I would most like to have
driven home in.
On balance the event was a success and
ticked all the boxes; Toby Savage drove
his 80in up from Leicester, entered, won
and drove home. Russ Beck came from
Bedfordshire towing a caravan. unhitched,
entered, won Class 2, hitched up and drove
home. It was some people’s first RTV trial
but, above all, it was about fun with old
Richard Binns in an early Series III 88in
cars.a
drivers moving around the sections in one YLROC
group. This allowed people to see lots of
action, chat and generally join in the fun The Yorkshire Land Rover Owners’ Club
and it was interesting to see that - as has (YLROC) was formed in 1971, as the
been the case for decades - the diminutive Yorkshire Rover Owners’ Club, by a
80ins were more nimble. number of enthusiastic Rover owners
This meant that the first three in the 80in who wished to gain a little more from
class Toby Savage, Robert Walsh and Kyle their ownership of Rover vehicles. It is
Cooper, were also the first three overall
a one-marque club and aims to provide
and Russ Beck who was first in Class 2 for
and encourage the sport and pastime of
88ins, tied for fourth overall with Emrys
Kirby. Richard Streeton and Adam were 4x4 motoring including competitive and
respectively second and third in Class Two. non-competitive off-road driving, exploring
Trophies for the first three in each of the unsurfaced country roads and caravanning.
trials classes were awarded as well as some www.ylroc.co.uk
slightly more frivolous ones: The Long
Distance award was Russ Beck. The Best The YLROC is one of the constituent
Dressed Crew (for the duo most suitably members of the Association of Land
dressed to mimic the age of their Land Rover Clubs. The ALRC is represented on
Rover) was awarded to Ed Howard and the MSA Cross-Country Committee, the
Emily Cope. A similar award was made to specialist committee representing off-road.
Kyle Cooper for his convincing Oddball motor sport
attire.
The Spirit of the Event was awarded to The ALRC committee advises the Motor
Sports Council which makes the rules for
all British motor sport disciplines. www.
alrc.co.uk
Kyle Cooper piles the steering lock on
www.classiclandrover.com
 P.A BLANCHARD & CO.
EX MILITARY LANDROVER SPECIALISTS, CLAY LANE, SHIPTONTHORPE, YORK, UK YO43 3PU

TEL: +44 (0)1430 872765 | FAX: +44 (0)1430 872777

www.pablanchard.co.uk | email: info@pablanchard.co.uk
EX MOD SPARES,
SURPLUS STORES
& EQUIPMENT

checkout our facebook page & surplus stores page.

1000’s of series parts stocked 1948 - 1984
for military and civilian models.
telephone or
place your order on our website.

wanted
new land rover parts purchased in any quantity
OLD SCHOOL TRIALLING

Garry Bowden with Julian Shoolheifer as navigator

tackles the tricky gully on stage two of the day

WORDS AND PICTURES MARTIN PORT

If the idea of a soggy trial in

W4 the UK is putting you off, there

is an answer. Unfortunately it’s
9,000 miles away!

Challenge
30 DECEMBER 2018 www.classiclandrover.com
 Duncan Cooke in ‘Hulk’ prowls through the trees before
approaching the next incline

H ‘The first stage is a

ere in the UK, it is fair to
say that we have become
accustomed to signing
a waiver, reading a compressed
challenge to even
health and safety manual and walk - let alone drive’
giving the name, address,
telephone number and shoe size
of your next of kin before being a spot of off-roading and soon the Family
allowed to do anything slightly Fun Weekend was born.
more extreme than go for a walk. The success of that first event back
It was therefore overwhelmingly in 2011 led to the creation of TeamW4
refreshing to find myself standing and the renaming of the weekend to the
at the stage briefing for the start W4Challenge the following year. And a
of the W4Challenge - an annual challenge it certainly is: there is a hushed
event organised by TeamW4, a mixture of trepidation and bravado as the
Land Rover-only club based in attendees are split into manageable groups
Western Australia. of half a dozen and the first out of the hat
Why refreshing? Well, for a gives it a go.
start there is no spokesperson Each gate has a points allocation with the
with a megaphone shouting driver being given the opportunity to miss
instructions. Instead, there is out anything that they don’t feel happy
a man with a clipboard whose tackling - pleasingly without any ridiculing;
job it is to quietly point out the just a hit to the points tally on offer. A
route as a dozen of us walked Discovery, then Defender both give the first
between red and yellow flagged
‘gates’.
When I ask if I am allowed The final gate on stage one involved
The weekend attracted Land Rovers of all to take photographs while the clambering over felled trees - a challenge
models - from Discovery and Defender to Series Land Rovers (a spread from a that the IIA accepted
1948 80in to a contemporary Discovery),
make their way around the course, I am met
with a quizzical look and not even a vague
request for proof of my private insurance or
hi-viz clothing.
Even more surprising however, is that
the first stage is a challenge to even walk
- let alone drive - and when we candidly
explained that this sort of terrain and stage
would probably necessitate a roll-cage and
harness back in the UK, looks of amusement
and confusion spread among those used to
the rather more laid-back Aussie attitude!
Ironically perhaps, TeamW4 was born out
of a conversation involving Scotsman Neil
Telfer and other members of the Australian
Land Rover Owners’ forum. Reminiscing
about his days competing in 4x4 trials back
in his home country quickly led to talk of
Roger’s 88in Series IIA at a precarious angle
organising a family event centred around

www.classiclandrover.com DECEMBER 2018 31

OLD SCHOOL TRIALLING
stage a go and instead of making it look
easy, serve to highlight the effort needed
in order to tackle even some of the more
straightforward gates.
Then it is the turn of the Series Land Rovers:
Duncan Cooke in his 1954 86in, Andrew
Rogers in his 1963 Series IIA and, remarkably
perhaps, Garry Bowden in his 1948 80in - the
fourth production Land Rover.
The attitude is to be admired from all - there
is no overblown preciousness - and one-by-
one they take to the course with a desire to do
well. The first stage finishes with a 100-point
gate involving some clambering over fallen
trees that sees Andrew dramatically bouncing
the front of his 88in as opposing wheels
struggle for grip, but a different approach
angle soon sees him through.
Duncan at the wheel of ‘Hulk’, makes the
process look effortless; there is little drama as
his Series One almost ‘trundles’ surreptitiously
through the undergrowth avoiding attention
before reappearing on the horizon, but then
it’s the turn of Garry Bowden in R04.
Let’s be honest - we have become
accustomed to the line of thought that
dictates anything particularly early or original
should be consigned to a museum, or at least
just trotted out for the odd show (dry weather
permitting of course), but Garry is having
none of that.
His mood is already boosted by the fact that
he’s been presented with a 50-point ‘bonus’
because he’s at the wheel of the oldest vehicle
32 DECEMBER 2018
Julian Shoolheifer tackles the 100-point
final gate - a steep, rocky climb with a sharp
right-hand at the top
on the trial; technically he’d only have to
clear a handful of gates without the need
for endless shuffling back and forth in order
to score decently. But that’s clearly not his
style and with the help of a visitor acting as
navigator in the passenger seat he clears most
gates, apart from the 100-pointer which he
sensibly bows out of.
The next stage certainly ramps up the
difficulty with some more extreme angles
to be tackled thanks to an awkward run
Dry conditions under tyres provided traction
problems of their own thanks to the loose
top surface
through a natural gully between the trees,
but once again everyone is going for it.
Julian Shoolheifer takes the wheel of
Andrew Rogers’ IIA and, drawing upon his
experience, makes it look easy, but soon it’s
Garry’s turn again - this time with yours
truly as navigator.
The severe turning angles test the 80in
to the limit and so a bit of ‘back and forth’
is required, damaging the points total
somewhat, but once again there is a large
100-point gate to close the stage - a steep,
rocky gradient rising up out of the gulley
with little room for a run up.
Garry’s beaming smile indicates that he’s
giving it a go, and with a burst of revs
R04 makes it halfway up the slope before
losing traction on the dry, dusty surface.
W4Challenge is a two-day family event in
Western Australia
Duncan Cooke is the proud owner of ‘Hulk’
www.classiclandrover.com
‘With a burst of Cooke’s 1954 86in entering another forest gully

relative speed the

Series One scrambles
and bounces its way
up the slope’
He repeats the process with the same result;
both of us are giggling like schoolchildren,
and if I’m honest it is at this point that I
expect Garry to bow out and turn left, but
as soon as I egg him on with the words “Try
a run up this time,” he’s edging the 70-year-
old 80in back up the opposing slope with a
look of determination on his face!
All I can do is offer encouragement, and
with a burst of relative speed the Series
One scrambles and bounces its way up
the slope and past the halfway mark.
Amid a huge cloud of dust and whiff of
clutch, we make it over the ridge laughing
uncontrollably while appreciative onlookers
offer a smattering of applause and mild-
mannered whoops.
Obviously there are similar events to be
had the world over, including the UK, but
TeamW4 pride themselves on giving a warm
welcome to those not blessed enough to live
in Western Australia and we’ve been made
to feel truly part of the club - even just for
the day.
As we bow out early to go and chase a
lead on another old Land Rover, we are
gutted not to be staying into the evening
when wives, husbands, partners and kids
will arrive to see the night in around the
campfire, but in the sun-drenched Julimar
State Forest, we both announce that it has
been one of the best days ever. Thank you
TeamW4. We will be back! a
Garry Bowden and R04 prepare to tackle
another ascent - not sure if the rear-
mounted PTO helped or not!

Thanks to
Darren Williams, Andrew Rogers and
Garry Bowden

Club Information
Name: TeamW4
Based in: Western Australia
Website: www.teamw4.com
If trialling and stunning scenery appeal, then Western Australia is hard to top! Email: theteam@teamw4.com
Facebook: facebook.com/teamw4

www.classiclandrover.com DECEMBER 2018 33

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 CLASSIC COILER
‘Studying photographs, it
also looks like the bulkhead has
been moved slightly further back’
T
here are a plethora of myths and
legends in Land Rover history. We
all know of the fabled ‘Centre Steer’
mule prototype built in 1947 out of a Willys
Jeep and Rover car parts. Real memories
fade over the years and what was once
only a crude hybrid mule that served its
engineering purpose very quickly before
being scrapped has gained legendary status.
If you believe a number of convincing,
but somewhat misguided people, they all
drove said vehicle in the 1950s and it’s still
parked in a barn on Anglesey/Solihull/Islay
– you choose. In fact if all these tales were
true, the factory must have built at least 10!
To me, as an enthusiast of early coil spring
vehicles, RYB 654V with the VIN 90/1 has
a legendary status almost as strong as the
Centre Steer, even better, it actually still
exists. However, it has passed somewhat
under the radar in private hands until it
appeared at the Classic Land Rover show
at Gaydon this year. I’ve known of it for
a number of years but never expected to
see it, let alone get the opportunity to pore
over every last detail of its construction.
And as with all legendary vehicles, its
story is not without the odd twist and
turn over the years, with a number of still
unanswered questions.
I have written extensively in CLR on early
coil spring vehicles over the past couple of
36 DECEMBER 2018
years and made reference to the four ‘mules’
put together by a small team of itters at
the factory in 1976 under the direction
of Roger Crathorne. Roger remembered
coming into the factory of a Saturday,
having arranged for four rolling chassis
and four sets of Series III bodywork to be
brought to the experimental workshop. The
bodies were all mid-grey because that is
just what happened to be on the production
line at the time. Two vehicles retained the
Range Rover 100in wheelbase, one a utility
soft top, the other a four-door soft top, an
unusual station wagon type arrangement.
The other two were cut down to 90in or
extended to 110in. The aim was simply to
test the concept of a coil spring utility Land
Rover on a low budget and as history tells,
it worked very well. In early 1977 after a
series of trials at Eastnor Castle, the British
Leyland board signed off on Stage 2, the
project name and investment programme
that led to the One Ten launch in 1983 and
Ninety in 1984.
Of these four vehicles, the four door 100in,
90in and 110in all retained the 3.5V8 engine
and LT95 gearbox from the donor Range
Rover. The drive train of the fourth vehicle,
the 100in utility soft top, was slightly more
complicated and was a project overseen
by deputy chief engineer Mike Broadhead.
It was itted with a 2,286cc petrol engine
www.classiclandrover.com
 90/1 is the oldest SWB coil spring Land Rover in existence

WORDS EMRYS KIRBY

PICTURES GARRY STUART

Emrys Kirby gets the

lowdown on 90/1, the

The oldest short wheelbase

Long
coil-spring Land Rover
and the still in existence

Short of it
www.classiclandrover.com DECEMBER 2018 37
CLASSIC COILER
and a standard Series III gearbox but with
a remote connection between clutch and
gearbox. It had a conventional bellhousing
and clutch but the gearbox input shaft then
joined via a rubber doughnut to the rest of
the otherwise standard gearbox. This was a
slightly unusual set-up but it would have
fed into work on reducing noise, vibration
and harshness and because of this unusual
engineering project, this vehicle wasn’t
ready in time for the off-road trials. There
were possibly doubts over the durability of
the rubber doughnut, especially off-road
and this never made it into production.
After the trials, Stage 2 development
initially focused on building semi-engineered
versions of the 100in chassis in 1977 then the
110in option in 1978. However, chief engineer
Tom Barton decided fairly early on that there
was no place for a 90in vehicle and called
for the 90in mule to be scrapped. The 110in
and 100in four-door were used as off-road
hacks for a number years and for showing
new employees how to drive off-road. Both
these vehicles were passed on to the Dunsfold
collection and have a few dents and scrapes
to tell the story of them being ragged about.
What happened to the 100in soft top utility
mule is less clear and this is where our story
gets a bit more complicated and with a pretty
Fitting the new bespoke tilt made by All Wheel Trim
38 DECEMBER 2018
sparse paper trail to back up some memories.
Roger Crathorne has an amazing
memory for details but by 1978 he had left
engineering and was appointed manager
of the Demonstration Team. It is worth
noting that none of these mules had any
official identification or official paperwork,
at best they would have simply had a basic
job card. They were built in a matter of
weeks and while the standard of the work
is good enough, they are clearly the result
of workshop experiments and on-the-job
fabrication from stock steel and spare
chassis parts.
Wing is standard Series III
‘The agreed explanation is that there
was a rethink in product planning,
probably in 1978’
When first built 90/1 had a 100in wheelbase
So where does 90/1 fit in to the story? It
is clearly a mid-grey mule built on a cut-
down Range Rover chassis with all the same
basic brackets and fabrication techniques
as used on the vehicles now at Dunsfold.
However, we know that the original 90in
was scrapped and 90/1 is clearly not
the original 90in because contemporary
photographs show the forward tub
outriggers were different. The original 90in
had reused Series III bulkhead outriggers
for this purpose but 90/1 has 2in x 1in
box section. None of the mules were ever
given chassis numbers or made road legal
but here we have a VIN plate with 90/1, it
is on a Somerset registration number and
according to DVLA, officially built in 1979.
The clue to the most likely explanation lies
in the drivetrain and with the recollections
of Dennis Roberts who was the engineering
department’s finance director: 90/1 is fitted
with a 2,286cc engine coupled to a remote
gearbox and Dennis Roberts just happened
to have a house in Somerset.
The agreed explanation is that there was
a rethink in product planning, probably
in 1978, realising that the 90in wheelbase
might be a better option than the 100in.
Since the original 90in with the V8 engine
and LT95 gearbox had been scrapped, as
a cheap solution to try it out again, it is
most likely that the original 100in soft top
was rebuilt as a 90in, retaining the unusual
remote gearbox. While this sounds rather
odd, it was not uncommon to reuse parts
of engineering prototypes. In addition to
market placement, the 100in option was
going to require retooling for the body
www.classiclandrover.com
panels so 90/1 was possibly an exercise
in working out what existing body panels
could be reused. It was certainly referred to
as a ‘styling car’ by some people.
What is clear about 90/1 is that though
it might have been based on the original
100in soft top utility, it has been totally
rebuilt. Not only has the chassis been
shortened in the usual manner with a box
section sleeve, it has also been fitted with
a military specification quarter chassis and
rear mounted, cut down Range Rover fuel
tank, just like the original 90in V8 mule.
Early photos show that the original soft
top 100in mule had a conventional rear
crossmember and side-mounted tanks with
a shorter rear overhang. The rear tub on
90/1 is an interesting exercise in make do
and minimal change – it appears to be a
109in tub cut in half, shortened and then
overclad in cut down 109in skins. While it
looks neat from the outside, when you look
Front bumper has been bodged on
www.classiclandrover.com
inside you can see it has been done in a
workshop, not from an engineer’s drawing.
The rest of the bodywork is pretty much
standard Series III using a six-cylinder
bulkhead and footplates, the larger
transmission tunnel accommodating the
extra size of the remote transmission.
Studying photographs, it also looks like the
bulkhead has been moved slightly further
back, thus putting the front wheels more in Series III grille has been cut
the centre of the wheel arch. It’s a notable and extended
upwards to fill the gap
oddity that on some hybrids, and the 100in
mules were no exception, that the wheel sits
towards the rear of the arch on a standard
Series III wing. The bonnet and front panel
of 90/1 are of course special items to bring
the front in line with the wings, and these
are made of fibreglass, just like the 110in
mule. At this time these parts would have
been in development for the Stage 1 but
these must have been very early versions
before the tooling for aluminium items
was made. The grille is also notable, it is a
modified Series III plastic grille, the sides
extended upwards and photos show this Note fibreglass bonnet
design was experimented with on a number
of the mules.
So back to Dennis Roberts and how this
mule, which was never meant to escape
the factory gates, became road registered.
The original 90 mule had been scrapped early on
so this was the second one built
Standard LWB Series III brak
e master cylinder
with servo
2,286cc engine mounts welded onto Range
Rover chassis
Note domed Range Rover driv
e flanges
DECEMBER 2018 39
 CLASSIC COILER

Box section just bolts on to

Range Rover body
fixing points

90/1 now has a storage garage and there’s a

preservation plan for it

‘The grille is also

100in chassis was cut down to 90in
Rear tub is a cut down 109in
Note Range Rover steering wheel
Cut down Range Rover fuel
tank
notable, it is a
modified Series III
plastic grille’ Soft Range Rover springs means it sits down
at the back
When Dennis bought the orchard next door
to his second home in Somerset, he needed
an off-road vehicle to transport the apples.
Tom Barton suggested he borrow the, as
yet, unregistered 90in/100in mule and take
it south on trade plates. While it was in his
possession, he left the company to join Ford
but the vehicle remained in Somerset. He
offered to return it but also offered to buy
it so he and Tom Barton agreed the price
of £250 for a ‘lash up’ vehicle. Dennis then
registered it in Somerset (hence the YB local
identifier) with a manufactured date of 1979
and it was no doubt given the identity 90/1
at this point. The VIN tag on the bulkhead
is actually later than this period – it is
marked Rover Group so must have been
fitted between 1986 and 2000. Had Dennis
returned it to the factory, it would probably
have been scrapped as it had no doubt
fulfilled its purpose as a mule pretty quickly.
90/1 is now in the hands of Dennis’
daughter Helen and her husband who Proud Owner Helen Roberts – her father was
is a senior manager at JLR. It has spent the engineering department’s finance director
much of its life outside but it has survived
surprisingly well. It has never been messed
with or modified, it is exactly as it left the
factory with all those ‘make do’ bodges
from mating a Range Rover chassis and a
Series III bodywork.
It is a superb piece of Land Rover history
which was pretty much forgotten about and
it could have remained hidden, corroding
away. However with encouragement from
key members of the Stage Two Register, it is
up and running again. A garage to store it in Footwells still in solid condition
has just been built and there are plans afoot
for a preservation programme. During the Land Rover. However, it was very late in
photoshoot we fitted a new tilt to it, specially the day indeed that the final chassis length
made by All Wheel Trim. With a number of and design were finalised – the One Ten had
key measurements, they were able to replicate already been launched in 1983 when they
the factory item which fitted perfectly and decided the Ninety should have a 2,360mm
with excellent, quick service from Kim wheelbase which translates to approximately
Johnson, it arrived just in time. 93in. History also proved that new body
History does of course tell us that the tooling was still required to build the 90in
factory did indeed come back round to and that the 100in should be dropped from

Wider track of the Range Rover axles is obviou

s
building a 90in version of the coil spring the production programme. a
here40 DECEMBER 2018 www.classiclandrover.com
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www.classiclandrover.com DECEMBER 2018 41

SERIES ONE

‘With all of these snippets of

information I was able to build up a
picture of the history of my Land Rover’

The green ‘continuation’

log book was all that came
with the Land Rover in
1974. Sadly, the original buff
document had long gone

L
and Rover’s 70th Birthday celebrations
have dominated the shows and events
this year, but it holds particular
significance to me, as my own will be 70 on
December 3, this year. By way of marking
the occasion I have been digging through
various bits of information I have on its
early life and tying up a few loose ends.
As a 19-year-old back in 1973 I had
been lusting after an 80in for a few weeks
following a lead set by my pal Steve
Teague, who had already bought a 1948 one
(GTM 228 - R860348 - £46!). With the roof
off and the screen down it looked so cool
and as a pair of photography students, this
was a priority! The Antonioni film, Blow-
up had established a vague link between
photography and old Land Rovers featuring
a group of students in a Series One in the
opening scenes. A couple of months later
my search was rewarded. I spotted one in
Exchange & Mart, phoned the chap up and
arranged to view it with cash in my pocket.
The 1948 Land Rover was in a lock-up find further information about Land Rovers It was in September 2015 when I received
garage in London and was taxed, MOT’d manufactured at the same time as his own the email that owners of all old cars get
and roadworthy. The sum of £85 changed - R861076 - and the whereabouts of the very excited about…
hands on March 28,1973 and I enjoyed a first 1500 with the distinctive fabricated “I have just read through your article
slow and rather noisy run back to Salisbury, bulkhead and other unique features. entitled "A Life Sentence” (Land Rover
but made it without issue. In 1995 I wrote to Land Rover to request World) which features the 1948 Land
To put this into context, I was buying details of exactly when mine had left the Rover TME 698. The Maurice Harber from
a 25-year-old Land Rover: the exact factory, quoting the chassis number. With Truro, Cornwall you mentioned as being a
equivalent of buying a 1993 90 today. The great efficiency a copy of a hand-written previous "keeper" is my father .... and TME
£85 equates to roughly £750 today. A lot ledger came back showing it had been I remember vividly from my childhood
of money for me at the time, but even then, finished on December 3, 1948 and was having been driven to school in it many,
I thought it would be a purchase that would dispatched to the recently opened Henlys many times ….”
be fun to own and should hold its value. of London on December 8. Henlys was
Sadly, it came with just the green founded as a Jaguar and Rover dealer by
‘Continuation’ Log Book and not the Herbert Gerald Henly in 1947. I found this
original buff one that would have listed very interesting and added it to a swelling
earlier owners. All I knew was that in 1967 folder of information on my 80in.
it was owned by Maurice Harber in Truro. At about this time someone kindly
From Cornwall it found its way to Essex in forwarded an old letter sent from The Rover
the late 1960s and eventually to me. Company to Hawker & Bowen of Newquay,
The Land Rover was my daily driver at Cornwall in December 1956 referring to an
college and afterwards when I started work, oil leak from the transfer box and suggesting
but then became a second car in favour of the parts required to repair it. I showed this
something more practical. It was not until letter to our local Land Rover dealer, Chris
a decade later that I really started to take Sturgess at the celebrations to mark the
an interest in exactly what I had - possibly 50th Birthday in 1998 and he confirmed,
prompted by the sale of Steve’s vehicle for tongue-in-cheek, that it was very similar
£500 in 1982. to the letter they still sent out! With all of
Running in parallel with my ownership these snippets of information I was able to
was the Land Rover Register 1948-53 build up a picture of the history of my Land
started by Tony Hutchings in 1974. I was Rover. Bought new in London in 1948, used
aware of it and joined at some point in by Hawker & Bowen of Cornwall in the mid
the 1980s prompting a letter from Richard 1950s before being sold to Mr Harber in
Lines, the register secretary asking if I was Truro. Back to Essex in the late 1960s, before
still the owner of R861117. He was trying to finally becoming mine in 1974.

42 DECEMBER 2018 www.classiclandrover.com


MAIN PICTURE: A family 70th Birthday celebration
with custodians linked by 50 years of history.
Toby Savage with Sal Harber remembering
Maurice Harber. BELOW: The original Rover build
records supplied by Land Rover confirming that
Toby’s 80in was built on December 3
FAR LEFT: A rather amusing
letter passed on to Toby
about an oil leak in the
transfer box in 1956. LEFT:
A receipt from Jackson’s
of Doncaster for parts for
rebuild number one in 1977.
Hard to believe that ‘Spade’
seat backs were just £3 each.
ABOVE: Toby’s receipt from
Mr R S Tuck recording the
important event
www.classiclandrover.com
A Family
Affair
Toby Savage
celebrates his own
Land Rover’s 70th
birthday by digging
deep into its history
WORDS AND PICTURES
TOBY SAVAGE
Sal Harber today sitting in the same position in
the same Land Rover many decades later. Maurice
represented in a family photo
The email was from Ric Harber, but any
possibility of a reunion would be difficult
at Ric lives in Canada and his father, while
still in Truro, was sadly not in the best of
health. We exchanged many emails and I
sent a selection of photos to Ric of the past
45 years of TME and Ric remembered a few
anecdotes about his childhood.
I'm delighted to hear that TME ("Timmy"
as my mother would say .... to my father's
disapproval) still lives. I was a boy of
maybe seven or eight years old at the time
when Dad bought the Land Rover for £50
from Playing-Place Motors in Truro. He
eventually sold it because it was costing
him too much to get an MOT each year.
“I have vague recollections of another
wreck of a Land Rover of a similar vintage,
being parked up the lane behind the house,
presumably acquired for parts. This was a
wonderful plaything for me and my pals.
We had a small sailing boat at the time
and TME and a trailer would be used to
launch it from a local beach, and then tow
it home.”
Truro in the mid 1960s and Maurice
Harber enjoys a smile from his
daughter Sal. Toby remembers that
the 80in had those small rear lights on
when he bought it in 1974
It was wonderful to hear a first-hand
account about my Land Rover from so long
ago. Sadly, Maurice Harber died in 2016
closely followed by his estranged wife Joan
in 2017. This did lead to the inevitable
clear-out of old papers and photos where
a delightful photograph was found of Ric’s
younger sister Sal, sitting in the back of
TME with Maurice looking on.
I was soon in touch with Sal and pleased
to find she still lives near Truro. We simply
had to reunite Sal with ‘Timmy’ for a perfect
family celebration of the Land Rover’s 70th
Birthday. Arrangements were made and I
spent a most enjoyable few hours with Sal
Harber. She told me Maurice had been a
dentist in Truro and, like so many of us, just
fancied the Land Rover. His real motoring
interest lay in local rallying with the Truro
and District Motor Club, where he was often
found navigating with various pals around
the Cornish lanes.
Sal is researching the Harber family and
its haulage business, Harber Brothers in
Kent and the Land Rover links continue
with Sal’s husband Barry owning a Range
Rover and being an active member of
Devon & Cornwall 4x4 Response. a
Toby uses his 80in often and in the
manner it for which was intended. The
registration number TME 698 is on his
car and has been replaced by a non-
transferable one, UVS 203, but he still
has the original number plates and will,
one day, transfer the number back to its
rightful place.
DECEMBER 2018 43
SERIES ONE

WORDS AND PICTURES LOUISE LIMB

Hot Wheels Mike Bowler has revived a tired 86in Series One,
adding flourish to its complete refurbishment with racy red wheels

44 DECEMBER 2018 www.classiclandrover.com


W
hen the first Land Rovers
appeared in 1948, their
wheelbase was of course
80in and their engine capacity a paltry
1,595cc. Tom Barton’s engineering team
worked round the clock to try and keep
pace with the demands of customers who
had responded eagerly to Rover’s “Go
Anywhere-Do Anything” advertising
slogan, frequently overloading and over-
taxing their 80in Land Rovers. The result
in 1954, along with the 107in wheelbase
www.classiclandrover.com
‘Mike had the rear
crossmember rebuilt
and both front dumb
irons likewise’
model was another six inches added to
the wheelbase of the original Land Rover,
giving 25 per cent extra load space. It also
sported a beefier 1,997cc petrol engine.
The finishing touch of red wheels
lends a 1950s Jeep or Hot Rod look
to that most British of vehicles
Solihull added another two inches in 1956
in readiness for the forthcoming 1,997cc
diesel engine and in just two years, nearly
16,000 86in Land Rovers were sold to the
home market alone. Mike Bowler’s is a
late example, dating from 1956 and if the
biker film, The Loveless, had featured Land
Rovers, this 86in would have been in it.
Mike acquired this particular 86in Series
One in 2010 but it was not his first. His
father had sown the seeds that led to serial
Land Rover ownership when his company
DECEMBER 2018 45
SERIES ONE
‘It took almost three years to
find the correct wings in good
enough condition to use’
invested in two of the new Range Rover
Vogue two-door models in 1981. They were
metallic blue and extremely seductive, as
Mike remembers from his father bringing
one of them home. A little while later, at
just 14, young Mike managed to seek out
and buy himself an 86in Series One with
a canvas tilt. He loved it, tinkering with
it even though he couldn’t drive it on the
road and was broken-hearted when his dad
sold it. He still misses PLF 959, which now
resides in Spain.
Once independent and able to acquire his
own Land Rover again, Mike moved on
over the years to accumulate another Series
One, a Series II, a Series IIA fitted with a
V8 and a Range Rover Classic. However,
he always wanted another Series One 86in
and waited until the right one came up at a
good price. Although Mike is based in the
Southampton area, he had to travel all the
way to Halifax in West Yorkshire to collect
his new acquisition. It required even more
work than he first anticipated, the 54-year-
old Land Rover having borne the brunt of
all the wild Pennine weather the high moors
of Calderdale could throw at it.
Very little is known of the history of the
vehicle but it was photographed at the
annual Piece Hall Gathering in Halifax on
more than one occasion, the picture at the
end of this article taken in 2002, and it may
46 DECEMBER 2018
Mike has equipped the rear with hand-made
wooden storage in keeping with the rest of
his cleverly refurbished Series One
A 2,495cc petrol engine from a 1980s One
well have spent its entire life in Yorkshire. Ten gives necessary motive power
Mike suspects the Series One might have
been used for gentle trialling or green-
laning and as the 2002 photograph shows,
had sustained significant damage to the
nearside wing at some point before Mike’s
custodianship began. Prior to its previous
change of hands, the vehicle had lost its
original, Leeds registration number and the
current XUM 962 number dates from the
late 2000s.
Mike intended simply to tidy the soft-
top 86in up and use it but there were so
many problems it required a complete
rebuild, including the replacement of
every single body panel, the seat boxes
and the bonnet. Within two months of its Everything inside the cab is new to the vehicle
arrival in Hampshire, he had stripped it including the lovely Mountney steering wheel
to its bare chassis, which turned out to be
mostly held together with willpower and
rust. All the outriggers were replaced along
with most of the rear half of the chassis.
Rather than replace it, Mike had the rear
crossmember rebuilt and both front dumb
irons likewise. Over the course of nine
months, all this work took place outside on
Mike’s drive in front of his house. He tacked
everything into place with the main welding
undertaken by “my good friend Ian”. The
rebuild would be radical.
When the bulkhead was removed it
collapsed into two pieces. Mike found
www.classiclandrover.com
 another on an auction site but that turned find the correct wings in good enough
out to be nearly as dire although having condition to use. Finally, Mike re-fitted the
spent the money, he pressed on and body which he had built up completely
rebuilt the replacement. New door pillars, from panels he had sourced, knowing the
foot-wells and a top rail followed, all put factory space would soon be needed again.
together by a local company, Migweld, While he left the doors and most other
as Mike couldn’t spare the time required. panels largely as he had sourced them,
Blasting and priming were also outsourced Mike painted the bulkhead, bonnet, front
to a local concern, Randell Industrial panel and rear panels on the tub as he
Services (RIS). While this work was on- replaced them. The result looks cool and
going, Mike replaced the old axles with late totally convincing.
Series III, 24-spline axles which he rebuilt.
Meanwhile, to ensure more satisfying Parabolic springs complement a complete
driving on modern roads he also sourced refurbishment of the rolling chassis including
a 2,495cc five bearing petrol engine of the Series III axles
type available from 1986 taken from an
early One-Ten, and obtained a Series III
gearbox.
It was now 2012 and the time had come
to paint the chassis and bulkhead and fit
the axles with parabolic springs from GB
Springs, and gas shock absorbers. At this
point Mike’s uncle kindly loaned him some
workspace under cover at the family’s
factory so he could carry on with it inside.
Away from the weather, fitting the engine
and gearbox along with a new clutch took
place in relative luxury. Frustrating delays
followed as it took almost three years to

Mike has left the replacement tailgate

unpainted but finished the rear panels to accept
fresh lighting and added a nod to 1950s hot-rod
lifestyle with a Coca-Cola bottle opener

An Optima red top dry cell battery sits inside a

Series One seat base which replaces a Series III
seat base fitted when Mike acquired the vehicle

Now seen on
the wheels of
a Willys-Ove the 86in, Har
rland colour vard Red was
for 1946 on
wards

The 86in Series One was produced for only two

years but they sold in significant numbers

www.classiclandrover.com DECEMBER 2018 47

SERIES ONE

‘When the
bulkhead was
removed it
collapsed into
two pieces’

A hard-top when Mike acquired the 86in, it

is now a soft-top, tilt thanks to Undercover Thanks to
Covers Mike would like to say a big thank you to
“my good friend Ian for the welding and
for collecting parts, Adrian Harvey Motor
Engineers 01590 612027 (Land Rover
Specialist), RIS 02380 983999 (shot-
blasting and painting) and Migweld 07796
0983153. All these places are local to the
New Forest.”

Specs
While the mechanicals are from a variety Model: Series One 86in
of periods Mike has paid attention to Year: 1956
contemporary Fifties detail such as this wing Engine type: Rover four-cylinder
mirror OHV 17H five
bearing crankshaft
Fuel: Petrol
Transported to Adrian Harvey Motor Displacement: 2,495cc
engineers in 2014, the 86in was treated to Power: 83bhp at 4000rpm
a new Autosparks wiring loom among other Torque: 133lb ft at 2,500rpm
fiddly tasks and then it was back to Mike’s
Transmission: Land Rover Series III
drive for the final jobs on the list. These
Mike’s 86in likely spent its previous life in Type: Permanent four-
included making a new floor covering and
fitting windscreen wipers, door seals and Yorkshire and is seen here in 2002 at the Piece wheel drive
a fresh fuel tank, the latter donated by a Hall Gathering in Halifax Gears: Four forward
Lightweight and which slotted in perfectly. one reverse
Under the bonnet, Mike converted the throttle colour first seen in the 1946 range and fitted Transfer Box: Two-speed high and
to cable control and rebuilt the carburettor. with Fedima Maxima 7.50/R16 tyres. Mike low range
However, it was Mike’s decision to add has a set of tubeless standard Land Rover Suspension: Parabolic springs
those red wheels that really catches the steel wheels waiting to be powder-coated in front and rear on
eye with a nod to 1940s civilian Willys- Harvard Red and which will be fitted with Series III axles
Overland Jeeps which were painted gaily as AT tyres for road use early in 2019. Brakes: Drums front and rear
an antidote to post-war austerity. The origin By the end of 2015 the Series One was Wheels: 16in Weller curved
of this trend seems to date mainly from the back on the road and since then Mike eight spoke (standard
1930s when Ford began fitting contrasting has put around 7,000 miles on the clock, Land Rover 16in
coloured wheels to their roadsters, though travelling to France for a Normandy ventilated steel disc
tractors and truck wheels and before that, beaches tour, driven north to Leafers at planned)
steam engine and cart wheels were often T’Pit in West Yorkshire two years running, Tyres: 750/R16 Fedima
highlighted in red. Willys even offered a Amberley Museum Land Rover Day in Maxima
Jeep in John Deere-style yellow and green. Chichester and the 70th Anniversary LRSOC
To date there have been two sets of wheels event, Back To The Bay, in June 2018.
since Mike acquired the 86in, with a further Since our photographs were taken, Mike established with the red wheels, Mike
set planned. The first set comprised LWB has removed the free-wheeling hubs and recently added 1970s Cibie Oscar spot lights
rims with General Grabber cross-ply SAG taken the overdrive off as that had “seen and has longer term plans to fit a heater
tyres. He replaced these with a set of early better days”. He is looking for a rebuilt and heated windscreens. For now though,
1980s Weller curved eight-spoke wheels, overdrive or a high range transfer box to he’s happy just rocking that fiery but utterly
powder-coated Harvard Red, a Willys Jeep replace it. Continuing the sporty theme cool, ‘red wheels’ look.a
48 DECEMBER 2018 www.classiclandrover.com
www.roamerdrive.com
In U.K. visit your Britpart stockist
For 1957 the Series One’s 86in wheelbase
was increased to 88in to allow fitment of
the 2,052cc OHV Rover diesel engine that
produced 52bhp @ 3,000pm. The Land Rover
was then made available to customers with a
choice of this and the 1,997cc petrol engine.
This press photo shows a petrol-engined
88in model with a Warwickshire registration
number. It was registered on September 13,
1956 and last taxed in 2010
SERIES II
Thanks to its number plate, Stuart Keeves’
meticulously refurbished 1960 Series II truck-
cab is known as ‘Evie’
S
tuart Keeves is no stranger to
vehicle restoration. He works hard,
travelling the length and breadth
of the country driving a low loader and
for relaxation, retreats to what was once
his father’s farm workshop at home in
Northants to tinker with his vehicles.
His first restoration, completed in
2004 was a Triumph TR6 sports car and
Stuart ensured he attended to every last
detail. Moving on to Land Rovers, he has
accumulated a small collection including
a soon-to-be restored yellow GPO Series
IIB Forward Control he has named ‘Buzby’.
Recently, at Leafers at T’Pit 2018, he
52 DECEMBER 2018
unveiled his most recent restoration, a
SWB Series II Land Rover truck-cab model,
Splendid in Marine Blue with Limestone
wheels it looks just as it would have when
it rolled out of the showroom in 1960. Its
space first registration was on January 1,
1961 after being delivered from Solihull
to Henlys, a Rover dealer in London, on
August 19 1960.
That Stuart inclined towards Land Rovers
is no surprise either. Growing up on the
family farm, where he still lives, there
was “always a Land Rover about”. He
remembers, “sitting in the driver’s seat,
steering the farm Land Rover” even though
www.classiclandrover.com
 Most likely a farmer’s best friend in the
1960s, this Series II truck-cab has
been meticulously restored by Stuart Keeves

Catwalk Model
WORDS AND PICTURES LOUISE LIMB

‘Once the body was off and the

chassis laid bare, Stuart began to realise
the true extent of the task in hand’

www.classiclandrover.com DECEMBER 2018 53

SERIES II
All cappings and other fittings are original and
refurbished
at the age of five the pedals were a long
way from little Stuart’s feet. As he relates,
“dad would start it off with me ‘driving’
and he would walk behind, throwing feed
for the sheep…when I was a little bit older, I
was allowed to drive it on my own”.
Many years later, Stuart acquired his first
project Land Rover in 2012, the result of
late night surfing on auction sites and a
desire for another project after the Triumph.
54 DECEMBER 2018
He spotted a 1964 Series IIA 88in and
placed what he refers to as an “impulse
bid”. To his surprise, Stuart won the Land
Rover and the green, full-tilt SWB was
soon dismantled and a lengthy list of
replacement parts compiled. Stuart figured
that the best way to source at least some
original parts was to seek out a suitable
donor vehicle.
A long search eventually turned up a
Exmoor Trim foam seats await replacement
with elephant hide-covered sprung seating
when funds permit
largely original Series II at the back of a
garage in rural Norfolk in the depths of
winter. Trailered home in December 2013,
the Land Rover sat on the drive for around
18 months until, as Stuart relates, Tracy, his
“better half” ran out of patience and began
to ask very politely, “when are you going
to do something with that Land Rover?’”
Stuart hadn’t the heart to break it up for
spares and decided that he would keep it
on the road, thinking that the task would
consist of what he refers to as “a quick strip
and refurb, back on the road with minimal
effort”.
Thus, the restoration of this Series II
began. While Series IIA models are still
relatively plentiful due to much larger
www.classiclandrover.com

With brake lines replaced, axles cleaned and
brakes overhauled the rolling chassis is as
clean and fresh as the rest of the Land Rover
A correct replacement tailgate was particularly
difficult to source and Stuart is still not happy
with the finish
2,286cc petrol engine may well have been
the one originally fitted to the Series II
and was generous both in burning its oil
and producing clouds of smoke. Stuart was
very anxious to keep the vehicle as original
as possible so the usual route, replacing
it with another engine and cylinder head
would not be appropriate. Instead, he would
completely rebuild the existing one despite
all its serious problems and ensured all was
rebuilt to 1960 specification, including the
deep thermostat housing. It would need a
new big end and main bearings and these
are very difficult to source. While attending
to the cylinder head, Stuart added new
valves, valve guides and seats.
The laborious task of accurate
refurbishment was made even harder as
Stuart wanted to ensure that every detail
was as correct as possible for the year and
model which included taking the exhaust
manifold along its original ‘swan-neck’
route through the inner wing. When the

‘Inside the lovely

truck-cab itself,
Stuart carefully
refurbished every
detail of the dash and
instrument panel’

David Bache’s barrel-sides and cab design of

the late 1950s is seen at its best in the Series II
truck-cab

production numbers, the earlier Series II

models are less so. In addition, this one still
bore its original registration number and
as the letters spelled ‘YSL’ there was only
one name Stuart and Tracy felt they could
give the Series II. ‘Evie’ would soon be as
pampered as the designer-inspired name
suggests. While parts for Stuart’s Series
IIA would now have to be gleaned from a
variety of sources, restoring the Series II
moved up the list of priorities.
Once the body was off and the chassis laid
bare, Stuart began to realise the true extent
of the task in hand. There were “interesting
repairs” and after a quick test with the ‘slag
hammer’ Stuart concluded the chassis was
almost completely rotten. He decided the
best course of action was to order a replica
chassis so as to do the job properly.
The bulkhead was also in a mess and
that was binned, a replacement ordered
in January 2015 at the same time as the
chassis. The bulkhead finally appeared in
September 2017.
As Stuart had committed himself to a
new bulkhead and chassis, the restoration
would need to make sure that everything
under the bonnet was correct and ship- Nearly 36,000 Series IIs were produced in 1960
shape too. The correct “151” four cylinder

www.classiclandrover.com DECEMBER 2018 55

SERIES II

‘Evie’ stands next to the Series IIA for which it

was nearly dismantled to provide parts

Proud owner Stuart Keeves

‘Stuart wanted to ensure that Hardly recognisable, the Solex carburettor

awaits refurbishment
every detail was as correct as
possible for the year and model’
Series II had arrived it was fitted with a The 2,286cc four-cylinder petrol engine was
completely rebuilt and the radiator is also the
later exhaust as this design, which was
original item
discontinued with the introduction of the
Series IIA, had a tendency to crack due to
hot spots. He also painstakingly refurbished
the original Solex carburettor. Modernising
the electrical system did not seem
appropriate and Stuart rebuilt the dynamo
and kept the earth positive, meaning a new
battery had to be of the correct period type.
Naturally, the new wiring loom was kept to
original specification and, as the gearbox
seemed sound Stuart left it undisturbed.
Likewise, the axles, once stripped, cleaned
and seals replaced, required no extra graft
and only the brake shoes and linings were
renewed.
Once the bulkhead had arrived and the
rolling chassis was ready, Stuart turned
his attention to the body and cosmetic
details. With the help of auction sites and
knowledgeable members of Series II forums,
he had been accumulating fiddly original
Specs
parts, dome-head rivets, semi-tubular rivets, Model: Series II 88in
door rubbers and seals plus correct lenses Year: 1960 while Stuart is saving up to fit the correct
for the lights. Engine type: Rover four-cylinder sprung seats, budget constraints meant
In particular, the correct tailgate had been ‘151’ OHV that for the time-being he can at least
difficult to source. Stuart had to replace the Fuel: Petrol drive the Series II with some seats fitted.
incorrect one on the vehicle and his find Displacement: 2,286cc Luckily, the Smiths heater was serviceable
required so much work one can still spot Power: 77bhp at 4,250rpm and Stuart confined himself to a cosmetic
traces of the repairs he carried out, a detail Torque: 124lb ft at 2,500rpm refurbishment. As he recalls: “To achieve
that nags him. Transmission: Land Rover Series II the crinkle finish on the doors and body
Thankfully, all the body panels were Type: Permanent four- the final coat (of paint) had to be baked in
salvageable so originality could be mostly wheel drive the oven- my better half was not amused.
guaranteed and only the doors and door Gears: Four forward She was even less happy when she found
tops were replaced. Anxious to ensure that one reverse out I had used the dishwasher to clean
the side windows would be fitted with the Transfer Box: Two-speed high and engine parts.”
correct glass for the early 1960s, Stuart low range The restorations were complete after
scoured the country until, with the help Stuart finished the panel preparation and
Suspension: Leaf springs front and
of the Series 2 Club Forum, tracked some Cosmetic Autocare in Northampton applied
rear on Series II axles
down to Essex, which was gratifyingly close the sparkling paint finish. However, a few
to home. Brakes: Drums front and rear details still cause Stuart annoyance.
Inside the lovely truck-cab itself, Stuart Wheels: 16in Land Rover The door tops do not shut cleanly and the
carefully refurbished every detail of the Tyres: 600 x16 Avon Traction door seals prevent the doors from closing
dash and instrument panel and as the Mileage neatly. The gearbox requires attention and
original windscreen wipers worked fine, Wheelbase: 88in Stuart intends to tidy up the remaining
he simply cleaned, re-greased and painted Length: 142.4in traces of tailgate repair over the winter.
them. Width: 64in Nevertheless, the restoration is superb and
Stuart engaged Exmoor Trim to supply Height: 77.5in Evie is indeed something of a catwalk
foam seats with original pattern elephant Weight: 2,900lb minimum model. Any sheep in the vicinity of this
hide covers. All Wheel Trim in Witney, unladen farmer’s truck would need to be presented
Oxfordshire, supplied the very smart tilt and Turning circle: 38ft both sheared and shampooed! a
56 DECEMBER 2018 www.classiclandrover.com
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SERIES II

Front view

M
y first drive to Arizona in my
(now sold) 1959 Series II was for
the Arizona Land Rover Owners’
Association which was holding a rally in
May 2012. On the way back to New Mexico
after that weekend I decided to see the
Grand Canyon. I’d been trundling along
nicely when my Series II stopped dead on a
small incline in Coconino National Forest
I pulled over, let the dogs out, and when
I tried to start my Series back up, nothing
happened. Being English, I made a cup of
tea and then called my best friend in New
Mexico. Alexis said not to worry; the Grand
Canyon wasn’t going anywhere.
Next I called James Howard in Tucson for
advice, one of my new AZLRO friends. He
thought it sounded like vapour lock, and
suggested that when it started back up after
a cooling down period that I should talk to
TeriAnn. She’s well known as one of the local Land We then went out to eat, talking all things
Rover experts, who luckily for me lived in back roads travel, dogs and Land Rover-
Flagstaff, only 30 or so miles away. I called, related. Since then, I’ve turned to TeriAnn
‘Since then, I’ve explained, and she invited me over. We met for her incredible knowledge, her anecdotes
at a park in town, walked the dogs, and from traveling, and for the encouragement
turned to TeriAnn then spent the rest of the afternoon parked to take care of my Series myself.
at her place where she taught me how to TeriAnn has a trusty green 1960 Series
for her incredible tune up my Series for myself, like how to II 109in that she bought in 1978. She’d
knowledge’ check and fill the diff gear oils (I was low),
and yes, how to deal with vapour lock.
bought her first Land Rover in 1976, a 1968
Series IIA 88in, she called the Red Rover.

58 DECEMBER 2018 www.classiclandrover.com

 1960 SII side view

To the
Rescue
Sarah Leamy meets the remarkable TeriAnn
Classic plates

Wakeman and takes a look inside her Series II

camper conversion

WORDS AND PICTURES SARAH LEAMY

www.classiclandrover.com DECEMBER 2018 59

SERIES II
Rescued by TeriAnn
Broken down near Flagstaff
She’d bought the 1960 Series II as a hay
and livestock hauler but by 1992, was
tired of the limited lifestyle of running a
farmstead and milking twice a day, and
so sold the livestock and started camping
in her Land Rover. Shortly after that she
bought a complete Dormobile kit from a
1967 Land Rover that had been totalled in
an accident in Alaska. The kit had some
rust issues and was badly damaged. The
fibre glass was professionally repaired, the
Tea is hope
60 DECEMBER 2018
aluminium roof was straightened and new
steel hoops for the canvas were needed. The
roof vent was broken and the roof windows
were missing.
TeriAnn talks of how she removed all the
furniture, stripped it down to remove the rust,
and repainted everything in Hammerite silver.
She then built extra furniture in the same
style and finish, another cabinet, wardrobe,
and a stand for her Norcold fridge.
By 1997, the conversion was completed
and during the next 13 months, she spent
more than 20 weeks camping. Since then,
she’s made a point of taking multiple short
trips and often a month-long exploration in
her Dormobile, mostly in the Four Corners
area of the States.
The work done on her Land Rover
is impressive. She explains how she
originally learned from her friend James
‘Scotty’ Howett in California. These days,
her own garage at her home in Flagstaff
www.classiclandrover.com
 ‘She’d bought the
1960 Series II as a
hay and livestock
hauler’
of the interior and admiring the simple
set-up, knowing it had been fine-tuned over
the years, and how it has been tweaked to TeriAnn’s 1960 Dormobile
her needs and those of her Irish wolfhound, TeriAnn and fellow Dormobile
Riley, who goes everywhere with her. She’s owner Ian Kelly
given me some great ideas for my own style
of remote camping.
What’s next for TeriAnn? Well, her Land
Rover doesn’t need anything. The book is
published and selling well. She’s all set for
exploring the Southwest and so who knows
where I’ll see her again, probably passing
by me in her V8 Dormobile on a mountain
range in the Four Corners. a
Interior

has everything she could need and she’s

justifiably proud of all the projects she’s
taken care of.
The full list of modifications is on her
website (www.expeditionlandrover.info) but
here is a taster: She started by changing
the engine to a Ford 302 V8 engine, with
a Borg Warner T-18 gearbox, upgraded the
brakes as well as upgrading from ten spline
front axles to 24, adding high angle prop-
shaft, greasable frame bushings, and there’s
more, including the ARB locking diffs.
In 2017, TeriAnn published The Essential
Guide to Overland Travel in the United
States and Canada. The book took her two
years to write and is a culmination of her
30 years as a Land Rover owner. It’s an
amazing compilation of anecdotes and
practical advice, perfect for me to read as I
plan longer trips in my own Series.
I’ve also had a chance to poke around her
Dormobile at Overland Expo, taking photos

www.classiclandrover.com DECEMBER 2018 61

JOURNEYS

‘We were
devastated to
find the right
half-shaft had
snapped in the
diff centre’

62 DECEMBER 2018 www.classiclandrover.com


Corrugations,
Spinifex and Sand
C
onnecting the cattle rich region of
the Kimberley to the gold mines in
the south was of great importance in
the 1800s due the gold rush. It took many
attempts to plot a route through the deserts,
and in the end, it took one man, Alfred
Canning.
Crossing three deserts from the Kimberley
to the Goldfields, there are no towns along
its length for support.
We aren’t the first to tackle the 2,000km
Canning Stock Route by vehicle, in fact
www.classiclandrover.com
WORDS GEOFFREY LEWIS AND CLAIRE WOOLLACOTT
PICTURES STEVIE J TUCHOWSKI AND CLAIRE WOOLLACOTT
many people attempt it each year. Some
may even say it’s becoming ‘tamed’. But
that’s only the case when everything goes
to plan. The risks with travelling on one of
the most remote tracks in the world become
very real when things go wrong.
Two years of intensive planning,
restoration, and every weekend and
spare dollar spent on the expedition saw
two vehicles and four people as ready
as possible. After some very last-minute
modifications to the 1975 Land Rover Series
Few frontiers remain
in this world, though
one still exists in
Australia: the Canning
Stock Route
III to handle the weight of our gear, we set
off to Wiluna, an historic town on the edge
of the Goldfields, and the last one we’d see
for almost a month.
North of Wiluna at Well 2, the first issue
came to light. A wire connecting a brush
in the starter motor had broken in the
Series III and attempts to fix it failed. Two
of the team took the support vehicle, a
Land Rover Defender, and drove 1,200 km
through the night to Kalgoorlie and back
to get a replacement. A day-and-a-half
DECEMBER 2018 63
JOURNEYS
Photography equipment, some of these pictures
were taken with a Cannon FTB and Pentax P3
We set up camp and watched the surrounding
rocks glow red, and the sky turn from bright pink
to purple as the sun set
behind schedule, the Series III was up and
running with a new starter motor, and we
aimed to reach Well 4 to camp. The heavy
corrugations greeted us, and the landscape
opened into the vast spinifex plains, littered
with wildflowers from recent rain.
Later that afternoon, 200m up the track
from Well 2A, the Series III had more
mechanical issues, and we were forced
to stay there for the night. We were
64 DECEMBER 2018
xxxxxxxxxxxxx
Driving on to Lake Disappointment
disappointed at our slow pace so early in
the trip, but we relaxed as we set up camp
and watched the surrounding rocks glow
red, and the sky turn from bright pink to
purple as the sun set.
Early the following morning, the 2,286cc
petrol motor in the Series III roared to
life, accompanied by smiles of joy and
satisfaction. This was short-lived, as an
apparent issue with the Land Rover’s fuel
system was causing the valves in the fuel
pump to jam. This issue would continually
plague us and stop the vehicle every 10 to
50 km, the cause for which wasn’t initially
apparent. Progress was slow and frustrating,
but we tried to keep spirits high as we
moved further away from civilisation.
‘Early the following
morning, the 2,286cc
petrol motor in the
Series III roared to
life’
While each day tended to have the
monotony of spine-shattering corrugations
and exasperating mechanical breaks and
repairs, not to mention the dry heat, we
were never tired of the ever-changing
scenery, which moved quickly through
beautiful springs, salt lakes, mulga
woodland and sand dunes, mulga woodland
www.classiclandrover.com

Tightening up the u bolts and checking the
suspension.
Late night rebuilding the fuel pump at Well 2A
www.classiclandrover.com
and sand dunes, and even more sand dunes.
The most notable landmarks were the
towering Durba Hills, a chain of ranges
situated in a sea of red sand and spinifex.
In among this vast range is the oasis of
Durba Springs, where water can be found
nearly all year round in the shade of the
white gums. The walls of the gorge form
the canvas for a number of Aboriginal
Repairig a U bolt
rock galleries, including depictions of
the Ngayurnangalku, or cannibal beings,
which are said to live under the salt of Lake
Disappointment.
After a couple days of much-needed rest
and vehicle maintenance at Durba Springs,
we felt confident going into the next leg of
the Canning with the vehicles running well.
But we were close to being a week behind
DECEMBER 2018 65
JOURNEYS
schedule, and the stress and fatigue was
being felt by everyone.
We had found that the fuel issues were
due to filling up on poor grade petrol. After
laboriously hand filtering 130L of fuel, we
were now running on clean reserve fuel
which we had kept for emergencies. We
were getting closer to our one and only
fuel stop and half-way point, the remote
Aboriginal community of Kunawarritji.
Day 16, nearing Well 25 and 250km from
Kunawarritji, disaster struck the Series III with
a ‘bang’ during a second attempt at tackling
a tall sand dune. We were devastated to find
the right half shaft had snapped in the diff
centre, and we didn’t have a spare.
Feel the Flex
66 DECEMBER 2018
In the middle of sand dune country, we
sat unspeaking under the awning, trying
to process the bitter disappointment and
grave reality of our situation. We now had
to focus on how we would get out of the
desert with all four of us unharmed, and
preferably, with both vehicles. After much
discussion, the decision was made to go
back rather than forward since we knew
the terrain and water sources and exit the
Canning at Georgia Bore where there was a
road out.
We converted the Series III to front-wheel
drive, by removing the rear prop shaft. Over
the next gruelling 36 hours we used every
bit of recovery gear, learned experience and
Fixing a leak in the steel break line
sweat we had.
In more than 40 °C heat, we modified the
dune tracks with shovels where needed and
used the support vehicle to pull the Series III
over the larger dunes. The feeling of relief
when the last dune had been conquered
can’t be described, though we were still
far from safe at this point, with more
unexpected challenges to come. Would
the Series III make it out? Watch the full
adventure in the online television season of
‘Seriously Series - Road to Ruin’. a
Chasing camels down the track
Degrading the track conditions ahead
‘We set up camp
and watched the
surrounding rocks
glow red, and the
sky turn from bright
pink to purple as
the sun set’
BONUS VIDEO CLIP
To see the video trailer online
visit https://www.youtube.com/
watch?v=vjydFq6IrVE
www.classiclandrover.com
 DIORAMAS THE ULTIMATE MODELLING GUIDE NE
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www.classiclandrover.com DECEMBER 2018 67

SERIES III

E
ssentially, an 88in Land Rover with
a metal roof has 12 exterior panels
and when I went to see this Series
III with a view to buying it, I noticed that
six of them were dented and two more had
obvious corrosion. There was also a visible
hole in the bulkhead below the air vent on
the driver’s side. Unsurprisingly, my first
thought was, “What exactly am I going to
do with this piece of junk?”
Nonetheless, as I walked around the once
grand 1984 Station Wagon, I realised that it
had a number of pros that outweighed the
cons and a plan began to form in my head.
I stumped up the cash, jumped in and set
off south in the inside lane the A1.
Some of the wiring was hanging out
of the dashboard, the gear change was
appalling and I was still getting used to its
cacophony of noise when, with a loud bang,
the bonnet came up and hit the windscreen.
As I dived onto the hard shoulder, vision
returned as the bonnet disappeared over the
off-side wing. It landed on the edge of the
inside lane whereupon a truck immediately
ran over it. “That’s seven of the panels
dented then…” I thought.
A timely grab of the bonnet retrieved it
from the carriageway and with an old nylon
strap found among the junk inside the Land
Rover, I strapped it back into place, not that
it fitted particularly well any more. It wasn’t
a great start to ownership of this Land
Rover but at least I didn’t cause an accident
so it could have been much worse. It was
a shame about the lovely straight deluxe
bonnet though. Trying to see the silver
lining, I thought that the need to replace the
bonnet did open up possibilities about the
position of the spare wheel for the future.
A day or two later, I cleaned all the junk
out of the Land Rover, gave it a serious
looking at and weighed it up. The cons were

The 1984 Series III County

Station Wagon as purchased

that, to add to the horrible gear change, it

gon featured the
The County Station Wa
graphics as standard
four horizontal line
‘The company suffered badly with
labour relations and quality control
issues throughout the 1970s’
was dripping oil in the way that suggested
the 2,286cc diesel engine’s crankshaft rear
oil seal had failed, it was on odd tyres and
mismatched wheels and the dashboard
needed the wiring sorting. The rest of the
interior was pretty shabby with tatty seats
and door panels. The corroded components
were the steel bulkhead and front panel and
the rear safari door although there were
holes in the rear floor. Of the dented panels,
the wings, doors and tub rear corners could
perhaps be expected in something that has
been used off-road non-too-carefully but
the tropical roof was trashed all down one
side which, like the bonnet, was a shame.
After listing that lot, I really needed to

68 DECEMBER 2018 www.classiclandrover.com

 Style
The
CouncilThis 88in County Station Wagon,
CLR’s project vehicle for this winter,
reminds John Carroll of the time when
he had a UB40 in his pocket

WORDS AND PICTURES JOHN CARROLL

find some pros and was pleased to write
down the following: galvanised chassis,
replaced footwells, Fairey freewheeling
hubs fitted, late-model Series III details
present, genuine County Station Wagon,
not green. One or two of these might seem a
bit flippant - some people won’t care about
freewheeling hubs - but others are the main
reasons that I’d bought it.
As it is already on a galvanised chassis, it
is a worthwhile vehicle to give a makeover
and the bulkhead corrosion is easily
repairable. Lots of Land Rovers, probably
the vast majority of classics, are green, so
the fact that this one wasn’t (or my usual
favourite of Marine Blue) meant that it
is both something different and a bit of
interesting Land Rover and British industrial
history. That the Land Rover was a product
of the Rover company is undisputed, what
is mentioned less often is that the entire
production run of the Series III Land Rover
was carried out under the auspices of British
Leyland, of which Rover was a subsidiary.
The British Leyland Motor Corporation
(BLMC) was created on January 17, 1968
with the merger of British Motor Holdings
(BMH) and Leyland Motor Corporation
(LMC). At that time LMC was a successful
manufacturer while BMH - the product
of a previous merger of the British Motor
Corporation, Pressed Steel and Jaguar
- was in financial difficulty. Harold
Wilson’s Labour government hoped that
LMC's success would assist BMH so the
merger combined most of the remaining
independent British car manufacturers and
other companies. The new corporation,
comprising almost 100 companies, was
arranged into seven divisions under new
chairman Sir Donald Stokes.
The company suffered badly with
labour relations and quality control issues
throughout the 1970s that adversely
affected its reputation. It became - and
remains - fashionable to mock British
Leyland but the scale of the task of
streamlining numerous companies with
approximately 40 manufacturing plants
across the country was enormous.
The corporation owned competing

www.classiclandrover.com DECEMBER 2018 69

 SERIES III
The 1984 Series III County Station Wagon as purchased
marques as both BMH and LMC had
expanded acquiring companies during the
fifties and sixties in order to compete with
each other. When the two conglomerates
were merged into BL there was even
more internal competition - a relevant
example here is the Austin Gipsy and Land
Rover 4x4s. British Leyland did however
manage to launch the Series III against this
uncertain background but, BL’s internal
issues, proved too large to be satisfactorily
resolved and meant that the corporation
went bankrupt in 1975.
gon
The County Station Wa
ng
was launched into changi
and unc ertain times
70 DECEMBER 2018
‘It landed on
the edge of
the inside lane
whereupon
a truck
immediately
ran over it’
The Labour government of the time
created a new holding company, British
Leyland Limited (BL), in which it was the
major shareholder, effectively nationalising
the company which was reorganised into
four divisions: Leyland Cars was the one
responsible for Land Rover vehicles. In
1977, Sir Michael Edwardes was appointed
chief executive and ensured that Leyland
Cars was renamed BL Cars Ltd, consisting
of two main divisions; Austin Morris and
Jaguar Rover Triumph (JRT).
Soon afterwards, Land Rover and Range
Both rear corners and cappings have been
damaged, presumably off-road
Rover were separated from JRT to form the
Land Rover Group. In 1978 a new group
for commercial vehicle production was
formed as BL Commercial Vehicles (BLCV).
BLCV and the Land Rover Group would
later be merged. Datsun, aka Nissan, and
Toyota exploited BL's weaknesses and, by
the end of the 1970s around the time the
4x4 Toyota Hilux pick-up arrived in the UK,
the British government introduced import
quotas on Japanese manufacturers in order
to protect the ailing domestic producers it
was attempting to shore up.
The Land Rover Group was formed in
1981 and would endure until 1987. In
1984 it brought BL’s light commercial
vehicle production together, the utility Land
Rovers, the luxury Range Rover and the
Leyland Sherpa van range re-branded as
‘Freight Rover’.
The vans were built at the Washwood
Heath plant in Birmingham while Land
www.classiclandrover.com
 Rover and Range Rover production
remained further south in Solihull. With
hindsight, in view of continuing mergers,
contractions and imported competition, it is
easy to imagine people envisaging the need
for change. After all, this was the time when
the band UB40 (named after the official
unemployment benefit form), militant
and escapist, were bringing reggae to
unemployed youngsters in the same suburbs.
The Series III did evolve under British
Leyland and changes had come in 1980
when the 2,286cc petrol and diesel engines
were re-engineered with five main-bearing
crankshafts to increase rigidity. The axles
and hubs were upgraded in 1982 by
increasing the number of driving-splines
from 10 to 24 to reduce stress on half-shafts.
The introduction of the County Station
Wagons (CSW) in April 1982 signalled more
obvious and more noteworthy changes
to the Solihull 4x4s. The High Capacity
Pick-Up (HCPU) based on a 109in and
introduced at the same time was of interest
to commercial users and aimed to compete
with the imported Toyota 4x4 pick-ups
at home and abroad. The CSW however,
suggested the beginnings of a new direction
for Land Rovers as its customers knew them
as they offered something of a compromise
between the utility Land Rover and the
luxurious Range Rover.
The upgraded CSW specification was
The bonnet suffered under a truck’s wheels while the
Land Rover was being collected
Rear fabric seats have survived almost unscathed but
corrosion is evident in the rear floor
www.classiclandrover.com
Tropical roof’s upper skin has been badly
bent at some point
Corrosion in the front panel below the
radiator grille
available on both 88 and 109in models and
included all-new cloth seats, soundproofing
kits and further options designed to widen
the appeal of the Land Rover to those
concerned with leisure use. Magazine
reporting of the time suggests that the new
three-way adjustable front seats with head
restraints were ‘spin-offs of those developed
for the Leyland T45 truck’ and upholstered
in black and grey fabric. The lockable cubby
box was an option in the 88in model. The
biggest news though was that CSWs were
offered in new colours, namely Masai Red
and Russet Brown. BLVC205 Russet Brown
was new only to the Land Rover as it was
a colour then seen on lots of BL cars from
Minis, Maxis and Stags (such use of a
British Leyland car colour on Land Rovers
had also been done with Camel Trophy
vehicles where ‘Camel Yellow’ is actually
BL’s Sandglow).
The early eighties were the last years
of Series III production so most Series III
CSWs, in the UK, have X or Y-suffix or
A-prefix registration numbers including
Late Series IIIs have stop/tail lights and indicators
mounted separately whereas on early models they
are close together
the one seen here. More evidence of the
changing times that the CSW arrived with
is that this one was registered in January
1984 at exactly the time, the BBC was
banning Liverpool band, Frankie Goes
to Hollywood’s new release ‘Relax’ -
inadvertently ensuring that it would get to
number one in the charts.
Thirty-plus years on, despite its renewed
chassis, this Russet Brown Land Rover
is ready for a comprehensive makeover.
This needs to be done bearing in mind the
price of the work and parts required and
the value it will have when the work is
completed. Given that it has failed its MoT
pretty comprehensively - notably on its
diesel engine emissions - and has so many
dented panels, restoring it to its original
spec will not be cost effective but, in the
Tech and Toolbox pages of this magazine,
it will metamorphose into a practical and
presentable Land Rover again. One thing is
for sure, it will be staying Russet Brown -
so, as Frankie said, welcome to the pleasure
dome ! a
DECEMBER 2018 71
 OUR LAND ROVERS

Emrys Kirby puts some miles on his

Series IIA to test its reliability

WORDS AND PICTURES EMRYS KIRBY

‘I also got to the

bottom of an
unpleasant grinding
noise on overrun’
an under-bonnet check revealed tiny
bubbles round one of the head bolts and a
few short motorway journeys later, I was
convinced it was down on power. Sure
enough, on a local run it suddenly started
belching black smoke and making a horrid
racket so I limped it home.
With the head off, it was clear that the
copper gasket had blown between cylinder
two and three. After a slight mishap with
a cam follower, I had the engine up and
running again with a new composite gasket
Out near Clitheroe in and so far it is running fine. I think I might
rural Lancashire need to adjust the pump timing and replace
a glow plug but it runs clean when warm.
I’m likely to find a few more gremlins but

SHAKEDOWN BEFORE hopefully I’d head off on my adventure with

confidence in July next year.

BREAKDOWN
I
n previous Our Land Rovers, I talked
about buying my Series IIA for a trip
to Iceland in 2019. So far, it’s just been
all talk and no action but I recently met
up with my future fellow travellers and
did a bit of forward planning on dates and
potential routes. This started to make it all
seem a bit more real so I decided I’d better
start to put a few miles on the vehicle to Fitting a set of 750 R 16 Avon Rangemasters
find out any potential weaknesses before
the big trip. Blown cylinder head gasket
So far, it’s been very reliable and
while I’d clocked up about 1,000 miles,
I’d not done any longer runs, just local
pottering and very little at speed. A few
trips on the motorway proved that a
good 2,286cc diesel is more than capable
of wagon speeds and pulls OK even on
hills. However, I was aware I’d run out of
gearing on 205R16 tyres so I found a set
of five 750R16 Avon Rangemasters on
wheels on eBay at a reasonable price. This
increases the gearing by about 10 per cent
and it feels just right now.
I also got to the bottom of an unpleasant
grinding noise on overrun. It turned out to
be nothing more than an out of phase prop
shaft – many thanks to Toby Farlow for
suggesting it as the potential cause.
A good blast out to Kendal for a photo
shoot in September went well with more
Rear prop was 90 degrees out of phase
than 60mph clocked on the sat nav but
causing a grinding noise on over run

72 DECEMBER 2018 www.classiclandrover.com

 HISTORIC SPECIALS ESSEN T IA L REA D I NG F R OM KE Y P U B L I S H I NG

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 OUR LAND ROVERS

Sure-footed project Series III RAF Lightweight

GeOfF completes the Patina National RTV with
Louise Limb at the wheel
WORDS LOUISE LIMB PICTURES JOHN CARROLL

‘There were many

tricky little dips and
ridges which could
leave you stranded
with little warning’

Insufficient steering lock and heading for

the cane on section two’s gate eight

LIGHT WORKOUT
M
y first encounter with a all, in order to compete, I had joined the
Lightweight was in summer ‘mighty’ Pennine Land Rover Club, where
1976, when, on the road between fools are not suffered gladly.
Omagh and Strabane, we stopped at a I walked the first section, trying to read
British Army checkpoint. I was 16 and the land between each gate, noting the
impressionable and I will always remember points where I should apply some throttle
the very dark green and angular Land and others where full lock would be
Rover. Thereafter, Lightweights and required. There were many tricky little
memories of troubled times in Northern dips and ridges which could leave you
Ireland went hand in hand, so it was stranded with little warning.
with a little trepidation that I first took All the careful observation and theory
to the wheel of GeOfF on Strata Florida went clean out of the window as I took
in May 2018. This was a practice run for my place in the line-up, ready to move
the Patina National in which I was to take
part and I didn’t even have the strength to
release the handbrake. I eventually set off
and immediately the Lightweight seemed
very stable and nimble. I mastered first,
second and reverse gear in low box.
Fast forward four months and after the
nerve-wracking preambles to competition
motor sport, the short stretch from the
campsite where the Yorkshire Land Rover
Owners’ Club was based to the trialling
site introduced me to high box and third
gear. I struggled but I was soon in fourth
on the open road and maintaining a
steady 40mph, constantly working the
steering wheel to keep the Lightweight
from wandering off course. I was still
very fearful of the gearbox and the sheer
amount of steering needed to get through
the tight farm gate: I just about cleared
the gateposts. I had to improve or the NEARLY THERE: nipping through gate nine on the last
embarrassment would be too great. After section of the day but still some sneaky ground ahead

74 DECEMBER 2018 www.classiclandrover.com

to gate 12, section one, and the start of
my first ever trial. I couldn’t recall any of
what I’d seen and soon ran into a cane on
gate nine, having grossly underestimated
the tight turn. At least I’d remembered
to stay in first and second gear and most
important of all, not dip the clutch or
brake and commit that most dangerous of
This spectator later reminded me how just close I my
nearside had come to the cane on section nine, gate nine
www.classiclandrover.com
errors, coasting.
Somehow, I managed to reach gate four
on section three and five on the next one
but my confidence plummeted when,
despite the best efforts of patient marshals
on point duty, I lost my way completely on
the next two. Meanwhile, the Lightweight
deserved a pat on the bonnet; it hadn’t
Side slopes feel more precipitous than they look and the
Lightweight is more than capable of handling them
stalled and handled the land perfectly
when its driver was able to turn the wheel
and apply the gas sufficiently.
Things improved after lunch when I
acquired a navigator in the shape of YLROC’s
Mick Moses, an experienced trialler I’ve
known for many years. Although I still found
it difficult to respond in a timely manner
to his encouraging instruction he’d thought
to take the spare wheel off the bonnet for
better visibility and with his help, I achieved
a clear section. When club chairman Hedley
Cope shouted “clear!” a ripple of applause
followed and I was on top of the world. The
final results revealed I’d come last but the
Lightweight had behaved like a mountain
goat and the experience was one I might just
have to build on, once the bruises fade and
stiff old muscles ease.
DECEMBER 2018 75
 SPONSORED BY DOUBLE S EXHAUSTS LTD.
TECH AND
TOOLBOX
FABRICATING A BONNET PROP
PROPPED UP
A Land Rover owner in possession of a sore
head, must be in want of a bonnet prop,
according to Richard Johnson. He
decided to do something about
his lack of support
WORDS AND PHOTOS RICHARD JOHNSON
M
y 88in Series One, has, at some
stage in the last 60 years,
mysteriously parted company with
its prop. Now a piece of wood will suffice
to support the bonnet, and for years I have
used such an object. However, wooden
props are fallible, being subject to gusts
of wind, accidental knocks, or any other
vagary of malign fate – and when that
happens, the un-propped bonnet, obedient
to the law of gravity, descends onto
whatever lies beneath – normally, my head.
As the Series One Land Rover evolved from
the original 80in model, to the 86in/107in,
and finally the 88in/109in, so too did the
bonnet prop. The 80in had a simple steel
rod, attached to the left-hand inner wing,
and locating in a bracket on the underside
of the bonnet. With the 86in/107in model,
the prop became a much more complex
affair, consisting of a centrally-hinged flat
bar attached to fittings under the bonnet
and to the left-hand inner wing. On the
88in/109in variant, the prop and the top
fitting are similar to the 86in, but are fitted
to the right-hand side of the vehicle. The
bottom fitting is the same as the 86in, but
is attached by means of a backplate, to the
right-hand side of the radiator panel.
Over the years I’ve acquired various bits
of bonnet props, but always with missing
76 DECEMBER 2018
DIFFICULTY RATING:
TIME ALLOWED: 2 HOURS
COST: £0
pieces – never a complete assembly for
an 88in model. It was time to rummage
through the ‘Parts Department’, and see
what I could cobble together. A quick search
produced one hinged strut and two bottom
brackets – both with problems. I was also
lacking the plate that the bracket attaches
to, but thought I could easily make one of
these. Could I make one good bracket from
either of the two damaged ones though?
At first sight it seemed that the best option
was to use the galvanised bracket. The
only fault it had was that the bent piece of
metal which restrains the prop when it is in
the closed position was broken. Normally
I would have welded a new piece of metal
into place, but I was out of gas, and time
was against me. The other bracket looked
less promising, as it was broken in two, and
the bottom part was missing. However, I
realised that the absent piece would have
a fixing bolt through it. If I could replicate
the missing section, butt it up against the
top part, and secure it in place with a repair
washer, it would serve as a stop-gap solution.
Using some 14 swg (2mm) mild steel sheet
I made the missing piece. I tried to replicate
the curved bottom part as best I could. The
result was quite pleasing, so I then set about
the task of making the back-plate that links
the bracket to the radiator panel.
TEL 01884 33454
blar blar blar
The first problem here was to find out
what this plate looks like. Luckily I found a
photograph on the Land Rover Series One
Club forum. This showed both the bracket
and the back-plate together. By using the
known sizes from the one, I was able to work
out the dimensions of the other, and soon
had a drawing showing the shape and sizes.
Again using some of the 14 swg steel, I cut
out a rectangle and marked out the position
of the two holes and two slots. I drilled the
two quarter-inch diameter holes, and made
the slots by drilling a series of holes and
joining them up with a small file. One side
of the plate was then bent to 90 degrees,
and a trial fitting to the vehicle soon showed
where the next slight bend should be made.
Satisfied that all was in order, the bracket
and backplate were given a coat of black
paint, and put aside to dry. While I waited,
I turned my attention to two slots which
had been cut into the top panel in an
attempt, I suspect, to fit the wrong bonnet
prop. I dealt with them by fitting two steel
offcuts on the underside of the panel, then
levelling the top with body filler.
When the painted bracket and plate were
dry, they were bolted into place, and the
folding strut was attached to the fittings..
At last I have a working bonnet prop – and
‘seeing stars’ will be a thing of the past.
www.classiclandrover.com
 www.stainlesssteelexhausts.co.uk

1. The existing prop - a piece of wood. It looks 2. This is where the bonnet prop should be. No 3. Two examples of the bracket that the prop
good, but is prone to failure without warning trace of the bracket attaches to. Both have problems

4. The folding stay. This part is in good working 5. Steel sheet is used to make the backplate. 6. The backplate with the holes and slots cut out.
order Here it is marked out for drilling, with dimensions The dimensions are shown to help anyone who
shown needs to make one themselves

7. Trial fitting of the plate to work out where the 8. The bend that is needed to square up the 9. Bracket and backplate are bolted together, and
slight bend needs to be made bracket. This may vary depending on the state of given a coat of paint
the panel

10. While the paint was drying, I dealt with two 11. Bodyfiller is used to bring the surface level. 12. At last I have a trustworthy bonnet prop – and
crude slots in the top panel. Offcuts of steel were This will be rubbed down and painted no more sore heads
fixed to the underside

www.classiclandrover.com DECEMBER 2018 77

 SPONSORED BY DOUBLE S EXHAUSTS LTD.
TECH AND
TOOLBOX
FITTING LED BULBS
AN ILLUMINATING MATTER
Violet Deacon has the bright idea of fitting LED bulbs to her
Series One’s headlights and sidelights
WORDS AND PHOTOS VIOLET DEACON
S
o, with Tak my 1955 Series One 86in
still being my daily driver thanks to
combinations of rust and gearbox
issues on the rest of my fleet I continued
the upgrade of the lights. This was spurred
on by the passenger headlight bulb
blowing main beam.
Luckily for me, when I returned Tak to the
road in 2015 I did the quite common thing
of upgrading from sealed beam headlights
to ones that use H4 halogen bulbs.
Looking on the web I found out I could
get direct H4 replacement LED bulbs for
less than the usual ‘night breakers’ I’d
fit, so thought I’d give them a go, as my
eventual plan is fitting full LED headlight
units when I replace the corroded bowls.
They were really quite easy to fit, even
with one of the chrome trims retaining
screws being so corroded that I didn’t even
78 DECEMBER 2018
DIFFICULTY RATING:
TIME ALLOWED: 30 MINS
COST: £30
try to unscrew it. The only tool I needed
was a posidrive or Phillips screwdriver:
you can see from the pictures they make
quite a noticeable difference.
I plan to upgrade to full LED units rather
than just bulbs as I don’t think these will
like being used off-road due to not being
sealable – in that they have a fan in the
back of the unit to cool them (I think)
which you can hear whirring away when
they are illuminated. This means the rubber
cover that stops water getting into the glass
lens of the headlights cannot be fitted, and
therefore they aren’t sealed.
The sidelight bulbs were an easy and
direct replacement for the previously fitted
filament bulbs, and are quite a bit brighter
Driving with them at night the main things
I notice are the reflective road signs are
more brightly reflected even in areas with
TEL 01884 33454
blar blar blar
streetlights. Away from streetlights they are
also better at illuminating the surroundings,
as well as the road. They do tend to create
slightly more shadows from objects in
their path, though that could just be more
noticeable due to the extra brightness
(physics states light cannot bend around an
object regardless of its source, after all).
It’s worth noting that to take the ‘beam
pattern’ pictures I had to borrow a
neighbour’s garage door, as there were too
many vehicles in front of my own to use it!
As with my previous article on
the indicators (CLR issue 65 October
2018) I’ve produced a video to show
how the LED lights look at night, which
can be viewed here:
https://youtu.be/h0tZFGOvA1w
www.classiclandrover.com
 www.stainlesssteelexhausts.co.uk

1. The box and one of the bulbs 2. Instructions with the LED bulbs 3. Removing the headlight to extract the bulb

4. The old bulb prior to removal 5. The LED bulb fitted into the headlight 6. Connecting the wiring up

7. Refitting the headlight and LED bulb back into 8. All back together (the cover trim has been 9. The original filament bulb sidelight
the bowl missing since mid-2015)

10. The two bulbs together 11. The LED sidelight bulb fitted 12. LED sidelight bulb with the lens refitted

www.classiclandrover.com DECEMBER 2018 79

 SPONSORED BY DOUBLE S EXHAUSTS LTD. TEL 01884 33454
TECH AND
TOOLBOX

13. Original Halogen headlight on dip beam 14. Original Halogen headlight on main beam 15. LED headlight bulb on dip beam

16. LED headlight bulb on main beam 17. Side by Side of New and Old, Halogen on the 18. All back together and working
right, LED on the left, both on dip beam

19. Just the sidelights at night 20. Headlights and sidelights at night 21. Head on shot of the lights

22. LED headlights dip beam on a green lane at 23. LED headlights main beam on a green lane 24. The LED Headlights from 40 metres away
night at night

80 DECEMBER 2018 www.classiclandrover.com


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TECH AND
TOOLBOX
DEFENDER OF THE FAITH
Craig Allen met Graham Archibald, a Land Rover restorer who’s mission
statement is ‘repair, restore, refine’
The 109 sits perched on axle stands in the old
stone barn at Retro Works
I
first met Graham Archibald of Retro
Works at the Balquhidder Defender
Jam back in August and was
immediately intrigued by his concept of
sympathetic restoration and enhancement
of Series vehicles.
During that initial chat he mentioned
his latest project a Series IIA 109 pick-up
and we soon agreed that I would visit
his workshop in the Scottish Borders and
take a look.
The home of Retro Works turned out to
be a classic stone barn close to Galashiels
packed with Land Rover projects in
various states of assembly. The first thing
that struck me was what a great space
Graham has created in this old building.
It oozes character and looks like a proper
old-school Land Rover garage should. In
fact, he has only been in residence for
some 18 months but Graham has a long
82 DECEMBER 2018
TEL 01884 33454
WORDS AND PICTURES CRAIG ALLEN
history of working on old Land Rovers.
He certainly knows his stuff and
perched on axle stands in the far corner
was his latest project, the 109 pick-up. I
have to say it looked remarkably straight
for its years a fact Graham puts down to
the quality of aluminium used on these
early vehicles.
The panels will be cleaned up and
re-used rather than fitting modern
replacements of inferior quality. Using
this project as an example Graham
explained to me his restoration strategy
retaining as much of the original
structure as possible with the addition of
few carefully chosen enhancements.
Any modifications he uses have already
been thoroughly tested on his own
vehicles and the aim is to retain the
classic looks and character while creating
something usable on modern roads.
www.classiclandrover.com
 www.stainlesssteelexhausts.co.uk

Basic Series IIA interior as you would expect

on a working vehicle, this will be restored
with all the gauges refurbished by a specialist
In this case that means a new Richards
chassis powder-coated and complete
with parabolic springs and pro-shock
suspension which will underpin the
restored bodywork.
Although the owner has specified a
fresh paint job all the original cappings
will be left as they are to retain the
character of the vehicle. On the engine
front, the original six-pot petrol unit will
be retained with a few improvements to
boost power to around 110bhp. This is
an important consideration as the client
will use the finished vehicle to trailer his
other classics to shows.
Ashcroft diffs and transfer box will
ensure that the extra power is transmitted
to the wheels and obviate the need for
a separate overdrive. Meanwhile electric
ignition is being considered as an option

‘Any modifications
he uses have already
been thoroughly
tested on his own
vehicles’

Graham’s personal Series III serves as a test bed

for many of the modifications which feature in
his builds

Graham with dog

Tess describes his
build concept for
the 109 pick-up

www.classiclandrover.com DECEMBER 2018 83

 SPONSORED BY DOUBLE S EXHAUSTS LTD.
TECH AND
TOOLBOX
while front discs and calipers from a
Defender will ensure it stops as well as it
goes.
Defender wheels and tyres have also
been specified, a common fitting on
Series Land Rovers and in keeping with
the working truck theme of this build.
Graham explained that he is working
up a package of enhancements that can
be offered to clients after which they
The original six-pot petrol engine will be
retained but enhanced to boost the power
84 DECEMBER 2018
can choose specific features such as, for
example, paint trim. Each build will be
recorded on a register and will come
complete with a certificate of authenticity
along with pictures of the restoration
process.
Graham also offers an after-sales
service on his vehicles for maintenance
and any further work required. Future
plans include drive outs and green lane
Tess guards the gleaming new Richards chassis
that will underpin the restored bodywork
TEL 01884 33454
trips when owners can get together.
It sounds like a great idea and the
surrounding border country offers plenty
of opportunities for Land Rover fun.
This holistic approach is something you
only usually see with high end marques
but is eminently suited to classic Land
Rovers. The words 'repair, restore, refine'
adorn the Retro Works logo and serve
as a mission statement for Graham's
approach to his craft. He will only take
on a limited number of projects each year
and the plan is for the 109 to be complete
by the new year. I am already looking
forward to returning to see the finished
product and it’s great to see another
business dedicated to keeping Series Land
Rovers on the road.
‘Although the owner
has specified a fresh
paint job all the
original cappings will
be left as they are’
www.classiclandrover.com
 BOOKS & MANUALS
LANDROVER 80"
1951 WORKSHOP
MANUAL
Landrover parts catalogue
Series One. Landrover parts
catalogue Series Two. Landrover
Early Years - Tony Hutching.
Landrover various manuals used.
Willing to split.
Offers accepted.
07593 424385
LAND ROVERS
1994 LPG RANGE ROVER
CLASSIC 3.9 VOGUE SE
Ex-Land Rover vehicle.
Converted to coil springs.
Long MOT. Part Restored.
Some History. Full leather.
New headlining. VGC. New paint.
Price: £8,250 ono
County: Leicestershire
Tel: 07834362681
Email: bigdaz81@gmail.com
CLASSIFIED
FREE ADS
THE FREE MARKETPLACE FOR
ALL THINGS LAND ROVER!
Download the coupon to
advertise please go to...
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classified
Or Email...
clrads@keypublishing.com
www.classiclandrover.com
LAND ROVERS
DIESEL 1964 SWB 88"
TRUCK CAB
Bronze green with canvas tilt Series
IIA 2.25 litre. Recent Series III
engine fitted. Fitted new front and
rear springs, shackle plates, pins and
bolts. Heater from Leyland Comet
Lorry fitted. Tax & MOT exempt. A
quantity of spares. Used for Rallys
and Vintage Shows
Price: £8,500 ono Glastonbury
Tel: Brian 01458 832630
VEHICLES / PARTS
DEFENDER TD5 2003
117k miles, black leather upholstery,
alloys, new tyres, roof rack, spot
lights, 10 months MOT (NI),
runs very well, BMW engine.
County Antrim, N.Ireland.
Tel: 07968 868001.
Email: granagh@btinternet.com
ADVE
RTI
FOR SE
FREE
1966 LANDROVER
SERIES 2
MOT until January 2019. Mechanics
and bodywork sound. Driven daily.
Restored by classic car specialist.
All paperwork supplied. Extras inc.
overdrive, heater, alarm.
Price: £9,250
Tel: 07929 178265
IFOR
WILLIAMS
rear hard-top, to fit with
90 truck-cab, very clean with
lift-up Trail-Gate, £80,
90 back axle disc brake £150,
pair disco TD5 axles £100 each.
West Midlands.
Tel: 01902 850839.
VEHICLES / PARTS
SERIES 3 DIESEL ENGINE
5 bearing out of 1981 S.W.B,
in good order, new starter £250.
Also Series 3 gear-box £200.
Back Axle £100.
To Place your FREE ad call Classic Land Rover on 01780 755131
Staffordshire.
Tel: 01902 850839
LAND ROVER BATTLEFIELD
AMBULANCE
1997, RHD, 300TDi, 45158kms
(28224 miles), MOT Aug 2019,
ideal Ambulance expedition
support vehicle, off road
campervan conversion. £23,995.
Gloucestershire.
Tel: 01452 856036
DECEMBER 2018 85
 SPONSORED BY DOUBLE S EXHAUSTS LTD.
TECH AND
TOOLBOX
REPAIRING A 1961 SERIES IIA (PART 4)
TIME IS MONEY
WORDS JIM WILLETT
PICTURES JIM WILLETT
This month, the 88in is stripped down and components are shot-blasted in
preparation for the arrival of the new chassis
S
o far, the IIA has been assembled
enough to check that it would drive
around under its own steam, then in the
last instalment, it was partially stripped again
to repair the bulkhead. With the bulkhead
sent away to be shot-blasted and hot-zinc
sprayed, the strip down had to continue so
that assembly could commence when the zinc
sprayed parts and new chassis arrived.
When replacing a chassis, a decision
must be made on what work is required
to the parts being swapped over. On a full
restoration, everything will be stripped,
fully reconditioned and painted before
re-fitting, where at the other end of the
spectrum, the body may be lifted off as
one, running gear swapped over and
lowered back down with little extra work.
CAS 496 fell between the two categories,
so components needed to be quickly
cleaned of corrosion, checked, repaired as
required and painted before re-fitting. My
preferred method to achieve this was to
thoroughly check and repair all of the main
86 DECEMBER 2018
DIFFICULTY RATING:
TIME ALLOWED: TWO DAYS
COST: £250
‘When replacing a
chassis, a decision
must be made
on what work is
required to the parts
being swapped over’
steel components, then take them to a local
shot-blasting specialist to clean them back
to bare metal ready for painting. The extra
cost of paying for shot-blasting is easily
offset by the time saved completing the
task in the workshop with an angle grinder.
The job will be of a higher standard and the
workshop doesn’t get filled with dust.
In the Forest of Dean we are spoilt for
choice where shot-blasting specialists are
concerned, but all charge different rates and
offer slightly different services. May Hill
TEL 01884 33454
blar blar blar
Jamie shot-blasts the rear axle,
removing corrosion and leaving
an excellent key for painting
Land Rovers (07870 866387) were used for
the work seen here, but M&H Metal Spraying
(01594 562317) blasted the corrosion prone
bulkhead and front panel as they also have
facilities to apply hot zinc spray.
Unfortunately, photographs couldn’t be
taken of this process, but after blasting,
pure zinc wire is melted as it is fed through
a flame or an electric arc and is sprayed
by compressed air onto the surface to
be treated. Hot zinc spraying would be
less effective than hot dip galvanising on
closed sections such as chassis, however,
it does reach well into awkward spaces on
a bulkhead and there is little risk of the
distortion which can occur when a bulkhead
is galvanised. Once completed and painted,
both bulkhead and front panel should
hopefully last the IIA another 57 years!
‘The extra cost of paying for shot
blasting is easily offset by the time saved
completing the task in the workshop with
an angle grinder’.
www.classiclandrover.com
 www.stainlesssteelexhausts.co.uk

1. The repaired and removed bulkhead in the 2. The front panel would also receive the hot zinc 3. With the front panel off again, the steering
110in to be taken for shot-blasting and hot zinc treatment; it arrived in this state, so only required relay could be removed to clean ready for fitting in
spraying a few items removing beforehand the new chassis…

4. …Steering relays can be stubborn to remove 5. With the bulkhead removed and powertrain 6. The hardtop roof and sides were removed
and are relatively cheap to replace, however, I already checked over, the engine and gearbox separately to take up less storage space during the
have found longevity of replacements to be poor could be removed as one chassis swap

7. The rear body tub can be lifted off by two 8. Front axle removed but rear axle was left 9. Rear body placed carefully to avoid damage
people once unbolted from the front outriggers loosely in place until the chassis was ready to roll while final parts were removed from the old
and the rear crossmember out of the workshop chassis

10. The angle grinder had to be employed to cut 11. …Which had been welded onto the bracket for 12. Once all useful parts had been stripped, the old
an old chassis repair patch… the handbrake pivot chassis was rolled outside for its final journey to
the scrapyard

www.classiclandrover.com DECEMBER 2018 87

 SPONSORED BY DOUBLE S EXHAUSTS LTD. TEL 01884 33454
TECH AND
TOOLBOX

13. The 88in had been sitting on these parabolic 14. The pile of parts will require cleaning, 15. The axles and other parts would be shot-
springs, but John decided to revert to the original checking and repairing before they can be bolted blasted before painting, but initial cleaning
type semi-elliptic leaf springs to the new chassis revealed that some repairs would be required first

16. The stiffeners on the rear axle (inverted for 17. After cutting off both sections, the casing 18. 2in box section was offered up to make the
access) had been repaired previously, were full of could be cleaned up to measure and fabricate new stiffener. One side needed to be cut to the
mud and corroded replacement stiffeners profile of the axle

19. One spring pad had an extra plate welded to 20. A spirit level is used to check the alignment of 21. Stiffeners are not continuously welded to
it to compensate for the misalignment of the old the replacement stiffeners in relation to the spring the casing, so the position of the original welds is
chassis: No longer required pads before welding into place marked on to replicate the original appearance

22. New stiffeners are modified by adding drain 23. The bracket which accepts the tee-piece for 24. The front axle had been overhauled a few
holes to reduce future corrosion by allowing the rear brake pipes had corroded away, so a new years ago, but still required checking and painting
muddy water to drain out one was fabricated and welded on

88 DECEMBER 2018 www.classiclandrover.com

 www.stainlesssteelexhausts.co.uk

25. Although shot-blasting would remove all dirt 26. This revealed corrosion pin-holes on the diff 27. Shot blast grit left inside the axle after repairs
and corrosion, the front axle casing was cleaned pan which were welded up. Only the later type pan will cause serious damage. The axles will be
with a rotary wire brush beforehand to inspect. is available as a replacement thoroughly cleaned after blasting…

28. …But the less grit ingress, the better. These 29. …With the complete swivel assemblies 30. Shot-blasting is the quickest and most
blanking plates were made up for the swivel removed, the plates could be bolted in place to effective method to prepare components for paint,
flanges of the front axle… keep the grit out so smaller parts would be taken with the axles…

31. …Once the cylinders have been removed, no 32. The parts from CAS 496 were joined by a few 33. The shot-blast pot (on the right of the bench) is
further stripping is needed for the shot-blaster to parts from other projects to be shot-blasted at filled with blast grit and supplied with compressed
take pedal boxes back to bare metal May Hill Land Rovers (07870 866387) air from a diesel compressor

34. When the trigger is pressed, fine grit is fired at 35. Once blasted and dust blown away, the bare 36. Paint must be applied promptly as the
the work piece, removing paint, dirt and corrosion steel surface gives a perfect key for primer to unprotected steel can begin to flash-rust in a
in a cloud of dust adhere to matter of hours

www.classiclandrover.com DECEMBER 2018 89

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90 DECEMBER 2018 www.classiclandrover.com

SERIES III
I
n CLR Issue 61, regular contributor
Dave Marsh wrote a ‘Behind the Wheel’
article singing the praises of the Marine
Blue Series III. Dave wrote that while the
stereotypical image of a classic Land Rover
is Bronze Green, in reality if you own or
have owned a Series III, it was more than
likely Marine Blue. From the straw poll
among team CLR, this definitely rings true.
John Carroll is a self-confessed Marine Blue
enthusiast, my Stage 1 is Marine Blue and if
all goes to plan, my next acquisition will be
just like the vehicle featured here.
As a youngster, I was less keen. My father
was a forest manager, his Land Rover was
Bronze Green and to me there was almost
a social and cultural divide between the
Forestry Commission Land Rovers and
the local farmers who exclusively chose
Marine Blue. I’m not the only one who
uses the term ‘farmer blue’ but at the time,
I was naïve enough to think of it as a
pejorative term. I would certainly say I had
a superiority complex as we passed the local
Honest patina like this is hard to come by
Proud owner James Spurgeon
crofter in his totally standard Series III hard
top with 600-16 Avon TMs - we were in a
Bronze Green Land Rover with 750s!
Times have changed, all leaf spring Land
Rovers are classics and I’m now a massive
fan of a totally standard Marine Blue Series
III so when I saw MJJ 300L at Leafers at
t’Pit in August, I was all over it. To me it
had as much appeal as any of the patina
80in vehicles I’ve seen over the years and I’d
argue that an original vehicle of this era is
the next big thing. In the Series One world,
prices have gone rather silly, just about any
half-decent early vehicle is beyond the reach
of many enthusiasts. However, an original
Series III is still affordable, can be used on
a daily basis, has true classic appeal and if
you’re into speculating, could well be an
investment for the future.
As much as I’d love a perfectly restored
Series III with a galvanised chassis and shiny
paintwork, for me a survivor example with
original paint and chassis has a stronger
appeal. It is fair to say that during the Series
 Emrys Kirby argues that
an original patina rich
Marine Blue Series III
should be at the top of
the Land Rover Cool Wall

Natural
WORDS EMRYS KIRBY
PICTURES GARRY STUART

Beauty
‘The vehicle doesn’t III era, the steel used at the factory was not
always the best, so very few Series III chassis
crash around, he have survived without either becoming a
reckons it’s just as patchwork quilt of debatable quality welding
or have been replaced.
comfortable as a Generally speaking, in the Series II and
III world, if a vehicle needs restoration,
Ninety on gravel the trend is to replace parts rather than
restore existing ones. This is very sensible
roads’ in many ways – parts are cheap enough
and in plentiful supply with a variety of
manufacturers of body panels, bulkheads
and chassis. As much as an original chassis
can be restored, often it is more cost-
effective and indeed safer to replace it.
This of course increases the rarity of these
survivor vehicles and I’m convinced that,
just as in the Series One world, Series IIIs
with all the original parts including the
bulkhead, paint and chassis will start to
command higher prices.
MJJ 300L’s owner James Spurgeon, who

www.classiclandrover.com DECEMBER 2018 93

SERIES III

runs an independent Land Rover garage Other than that, it was pretty much good
near Clitheroe, totally gets this and was to go apart from the fact the springs were
specifically on the lookout for an original, rock solid from being sat up for a while. A
patina-rich Series III when it appeared on good shake down on the farm track soon
eBay this year. He didn’t want a project had them freed off and James reckons that
but an up and running original vehicle original specification leaf springs and shocks
that just needed fettling so he hit the ‘buy in good condition are very good. The vehicle
it now’ button at a bargain £2,500. It had doesn’t crash around, he reckons it’s just as
the perfect look of a vehicle that had been comfortable as a Ninety on gravel roads.
cared for all its life but was showing its The bulkhead is rock solid at the top but
age. Like any other mid forty-year-old,
it had a few grey hairs, wrinkles and Dymo tape on the transmission knobs
creases but still maintained a natural
beauty. It hadn’t had the plastic surgery of
restoration, neither had someone attempted
to give it the daubed make-up of a poor
paint job. Its previous owner was a doctor
in Lewes on the south coast who’d owned
it for 18 years so as much as it was ‘farmer
chic’ it hadn’t been abused.
There were a few remedial jobs to do such
as get it running properly, it would only Leather cover on the steering wheel – nice
run on the choke and the original Zenith period accessory
carburettor needs a rebuild so for the time
Original vehicles like this will become
being, he’s fitted a Weber 32 ICH. The rear
increasingly desirable
crossmember needed replacing and James
fitted one from GDI products because it was
as close to the original type as he could
find as well as being at a reasonable price.
Otherwise the chassis was very solid, just
needing some repairs to the dumb irons.
Being a professional obviously helps, but
he took the time to flush repair the chassis,
not plate it or fit new pattern part repair
sections. Until James pointed it out, I was
unaware of any the welding repairs.

Light surface rust on the 5in rims

is really in need of a pair of footwells; a

pair of repair sections have been bodged
in place over the top of the rusty originals.
Replacing them properly is an easy enough
job for a professional but James is keen to
make everything look as factory-original as
possible, any repair shouldn’t look like it’s
actually been repaired. The left-hand door
top has corroded slightly but again, it will
Original tool roll complete with tools
be repaired to as new standard, maintaining
the original patina. The right hand top is
worse and may need to be replaced but
James and I were totally in agreement in
trying to save original parts where at all
possible. While good quality aftermarket
parts are available, a vehicle can only be
original once.
On the inside, the vehicle just oozes old
school 1970s cool. The factory-fit deluxe
seats are incredibly comfy and it has a
number of period touches such as a series of
Most of the original paint still in the back British Leyland ‘Leycare’ service stickers. It
has been fitted with reverse and fog lamps
– probably supplied by a dealer as a kit as
‘There were a few remedial jobs to do it has a proper loom, not just random wires.
The transmission levers have Dymo labels
such as get it running properly’ attached to the knobs explaining what they

94 DECEMBER 2018 www.classiclandrover.com

 No 1970s farm was complete without a Marine
Blue Series III

www.classiclandrover.com DECEMBER 2018 95

SERIES III

do and there was a laminated instruction

Small rust damage to door top will be repaired
Original springs needed to be freed off
‘He didn’t want a
project but an up
card in the dashboard on how to use the
four-wheel drive system. Being an early
vehicle, it has larger vent panels in the dash
top and a full closure plate across the vent
flaps. This was modified on later vehicles
because it didn’t provide sufficient cool air
flow in hot climates. Another interesting
early feature is the optional steering column
lock which requires you to pull and turn the
key in a slightly unnatural way.
The external bodywork will of course be
left exactly as it is and simply preserved
in its current state. The paint has thinned,
surface rust has formed on exposed steel
and there are a few dents and scrapes but Original 2,286cc petrol has done fewer than
all these tell the story of a true classic 70,000 miles
vehicle. Once a Series III was ‘just an old
Land Rover’, now it’s so much more. The
oldest is 47 years old, the newest is 34 and
so many of us have grown up with these
vehicles and had meaningful contact with a
Marine Blue Series III.
Just as the Land Rover scene drools over
all original 80in model, I’m convinced that
vehicles like MJJ 300L will soon attract just
as much attention.
While there may be a fine line between
patina and scruffy and beauty might be in
Original chock light switch still in place

and running original the eye of the beholder, I think we can all
appreciate the natural beauty that time and
vehicle that just weather has on original paintwork. Time
to look in those barns folks and find those
needed fettling’ hidden gems – a patina Marine Blue Series
a
III is top of my cool wall.

Marine Blue Series IIIs were the backbone of

British farming

Remains of the canvas bonnet strip hanging on

96 DECEMBER 2018 www.classiclandrover.com

4x4
STORE
ELECTRICAL EQUIPMENT LINCOLNSHIRE REPAIRS & SERVICES

DAVID HARBY GUMTREE

CLASSIC VEHICLE MOTOR ENGINEER
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SPEEDOMETER Station Road, Little Bytham,
Grantham, Lincolnshire NG33 4RA
SPECIALISTS IN
LANDROVER, RANGE ROVER,
01780 410450
REPAIR david@davidharby.co.uk
www.davidharby.co.uk
DISCOVERY, FREELANDER
AND ALL 4x4s
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Tel: 01444 241457
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info@gumtree4x4.co.uk

Mike Flannery
01594 861095 We can create accurate and precise
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MODELS VEHICLE PARTS
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SERVICE GUIDE Tel: 01234 348469 - Fax: 01234 272659
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PLEASE CONTACT

TOM LUNN
01780 755131 Franchised Isuzu pick-up dealer & independent specialist in Land Rover vehicle sales
Everyone at Rogers is an enthusiast of the Land Rover and Isuzu marque. We sell only products
tested by ourselves in everyday operation, between us we have covered every continent and
EMAIL: competed in every type of Land Rover related competition. This gives us the confidence to
genuinely state that whether you want to tow a horsebox to the local gymkhana or set off on
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www.classiclandrover.com DECEMBER 2018 97

 LOOKING BACK
1973: Land
Rover is 25
As Land Rover marked its 25th anniversary in 1973
its press office team was keen to ensure that the
Series III gained positive publicity for British Leyland
WORDS AND PICTURES JOHN CARROLL
M
y first full-time magazine
job started round the time
that Land Rover celebrated
its 40th anniversary and one of the
things I remember fondly from those
pre-internet days was the ‘press pack.’ I
was always excited when the office mail
tray contained a colourful A4 folder of
typed press releases, some printed photos
and, often as not, a small selection of
colour transparencies.
Understated green folders came from
Solihull while vibrant yellow folders
generally contained information about
a Camel Trophy. Because I
98 DECEMBER 2018
was enthralled by the whole 4x4 business,
such press packs stoked my enthusiasm in
a way that hasn’t waned. When a complete
Land Rover press pack from 1973 appeared
on eBay, I clicked ‘buy it now’.
In 1973, Land Rover - as part of British
Leyland - was celebrating its 25th
anniversary and the Series III was almost a
new model. The purpose of this particular
press release was to get the company
some column inches in newspapers
‘The purpose of this
press release was
to get the company
some column inches
in newspapers’
and magazines to mark the important
milestone and subtly remind people
that the Land Rover was a worthwhile
purchase.
In order to do this, the pack contained
three different press releases, a booklet
on Land Rover history and half a dozen
captioned photographs of interesting
and/or historic Land Rovers to make the
newspaper staffer’s job easier. It’s easy
to imagine a motoring correspondent,
sleeves rolled up, cig in the corner of his
mouth, bashing the carriage return on the
Smith Corona.
The pack’s photos include the well
known shot of HUE 166 with a then
current Series III 88in as well as photos of
the Centre-Steer prototype, three 109ins -
Cuthbertson, a railway wheels conversion
and gold ball tester - and a group shot of
18 IIA/IIBs. I can only surmise that the fact
there was only one Series III in the pack
was because on April 11, 1973, the Series
III model was barely 18 months old and
many of the conversions had been made to
Series IIAs in years previous.
This press pack is a
tangible reminder
of a different time
from its groovy font
on the cover to its
British Leyland-
headed notepaper
complete with Meteor
Works, Lode Lane
address, telex number
and BL logo. It’s worlds
away from the memory
sticks and downloads
of the company marking
its 70th anniversary this
year. Telex machines have
been superseded but, in
other ways, nothing has
changed; there’s still
plenty of L-reg 1973
Series IIIs about including
the one outside my office
window right now. The
famous 80in, HUE 166,
is still used for promotion
and publicity purposes by
Land Rover despite the
company’s succession of
new owners.a
This 1973 press pack contained
everything a motoring
correspondent needed to
produce a decent story on Land
Rover’s 25th anniversary
www.classiclandrover.com
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