HOW TO PLAY THE ACE CARD

If you are lucky enough to have Active cornering Enhancement ACE fitted to your Discovery 2 then you’ll be enjoying quality car like body stability through the corners. ACE dispenses with the characteristic rolling tendency of Discovery by employing a cumbersome though extremely effective, system of hydraulic actuators to change the effects of the vehicle’s antiroll bar.

But the pipe and hoses feeding the system are expensive to replace, and they don’t last forever. Normal use, road dirt and off roading impact can damage the hoses and other parts, and corrode the pipe and fittings. So it’s worth keeping a careful check on these components and adding a protective coating to help preserve them. This will also make them easier to dismantle if repairs are needed saving garage labour time.

DO MOST OF IT YOURSELF

Replacement boot floors are available and fitting is a Discovery job if you have an angle grinder with a cutting disc, and a welder. Even if you can’t weld it’s still a do must if it yourself project. You’ll just need to find a friend with a welder or a mobile welding service for that stage.

Whose longstanding Land Rover enthusiast who runs discovery 2 reckons that the discovery other most vulnerable areas and the ones they sell most replacement for are the side sills, front headlight panel rear cross member and inner wheelarches.  The discovery body work looks tatty, and expected the worst, but apart from the boot floors its quit sound in all the vital areas. Add to that the fact that the chassis is pleasantly corrosion free once the boot floor is fixed we know we’ll have a vehicle that will get through the mot for a number of year. 

THE DISCOVERY PROJECT

Lifting the boot floor carpet in an early Discovery is a bit like being the central character in a horror movie scene. You know the one where there’s something spine chillingly gruesome in the next room, but inside of running as fast as possible in the opposite direction the hero inevitably opens the door. You could well find something frightening under a Discovery boot floor carpet in the shape of rust hole caused by annual exposure to the ravages of winter road salt and inadequate rust proofing. And eventually you too will have to take the plunge and have a look the MOT tester will from underneath. Cue the scary scene setting music.

Fortunately you can be a hero and rescue a Discovery. If the rust holes are minor it might be possible to cut them out and weld in patches, but the chances are it’ll need v new floor which predictably, our Project Discovery did. Although, it was nowhere near as bad as some I’ve seen.

CUTTING OUT THE DISCOVEY FLOOR

Once the scary carpet lifting moment was overcome we poked around and confirmed that, yes indeed it needed a new floor. And a couple of holes outside the replacement floor area also had to be patched enter stage make sure there’s nothing immediately under the floor that can be damaged by the cutter. So cut through a metal brake pipe.

Also remember that the fuel tank lies under the boot floor and will have to be drained and removed before any welding is done. We decided to leave the tank in until after removing the boot floor. And we made an interesting wildlife Discovery a family of rate had been living in a cozy nest on top of the tank, between it and the boot floor. Whether this was during its former’s working vehicle or since it’s been parked up waiting for us to get it back on the road is unclear.   

THE FREELANDER VCU

When the front wheels lose grip off road or on ice or snow, freelander instantly becomes a four wheel driver. Because the front wheel are spinning they rotate faster, as does the IRD, the front prop shft and therefore the rotors attached to the VCU’s input shaft.

The rear wheel though, rotate more slowly, if at all, so the rear prop drives the VCU casing and the rotors attached to it very slowly, with the alternator rotors now spinning at different speeds, the fluid between becomes sheared or slide. That causes the jelly to stiffen. The fluid, which is being dragged around by the input rotors, begins to pull the rear rotors with it, which rotors the rear prop shaft and puts drive, and freelander pushes itself out of the mud until the front wheel grip again, then everything reverts to normal.

HOW IT WORK FREELANDER VISCOUS COUPLING

The freelander is in permanent four wheel drive through most drive is to the front wheels with eight per cent (originally) to the rear during normal driving. Drive to the front wheels through the IRD is permanent and fixed but drive, to the rear wheels depends on the viscous coupling which is variable.

The VCU contains a row of slotted disc rotors alternately attached to the input shaft and the outer casing and revolving in a silicon jelly like fluid. The rotors attached to the input shaft are driving by the front prop, and its speed is dictated by the IRD. The disc in between these fix to the outer casing are turned by the rear prop shaft and their speed is dictated by the rear road wheels. During normal road driving, the rear wheels will follow the same speed as the front wheels so the disc in the viscous coupling are each being tuned at a similar speed, and the fluid is undisturbed.

THE FIRST RANGE ROVER (1960)

The engineering prototype number three closely resembled what was the become the final product, and gained immediate board approval. But nobody had yet come up with the final name for the vehicle. For those working on the project it was still known as the 100 inch Station Wagon but Rover’s sales department wanted to more up market name to separate the new vehicle from the workhorse Land Rover.

Rather surprisingly for the staid company employees fondly called it Aunty Rover in those days, many rather fanciful and exotic names were put forward, and the name Road Rover found favour in some quarters. Indeed, the fourth proposal was approved by the board of directors which meant it could be further refined, and detailed production type drawing could be made. This lead to bodies for five further engineering prototype being built. It was countdown to full production and launch by early1970……….

RENGE ROVER 100 INCH STATION WAGON

In 1967 Rover Company’s board of directors gave approval for the first prototype of the all new 100 inch station wagon. This was the green light for the styling department to get to work. It was their job to refine the original prototype product by the spen king and the Gordon Bashford. Initially artist drawings were made and then one or two of these were selected for developing into clay models either quarter of full scale.

It was an exercise that product some startling results, as legendry Land Rover engineer, Geof Miller, explains. As so often happened in the styling studio, the initial proposal were somewhat futuristic he recalls. But as always by the time we reached scheme number four a more sober image emerged and we built this up as a full size clay model. 

INSIDE THE ENGINE

The diesel works on a very simple principle. Draw cold air into the engine during the piston’s induction stroke, shut valves, then compressed air extremely hot, so when fuel is injected into the cylinder, it h as no option other than to ignite. The resulting force drives the piston down on its power stroke, and we’re running. Because even the smallest amount of fuel will burn under these conditions, diesel can be controlled purely by the amount of fuel admitted to the engine, unlike a carburetor petrol unit which is controlled by air admission.

   When the diesel fuel ignites, it pushes the cylinder pressure even higher, causing an audible knock as each cylinder fires the familiar diesel rattle. The high compression ratio needed to compress air in the cylinder, is part reason for the diesel’s fuel efficiency. But it puts extra mechanical strain on the engine, so generally, diesels are more heavily built. 

PETROL IN THE TANK

It’s really serious and expensive if you driven away. If you realize right away that you’re filling up with petrol you may get away with it depending on how much diesel was left in your tank to mix with the petrol. Dodges such as pouring some two stroke oil in May also help, but don’t count on it. Book procedure is to have the tank brained before starting the engine.

Diesel injection pumps and the injectors are lubricated by the fuel passing through them. So when petrol passes through, it removes all lubrication and seizure will quickly follow. You’ll need to replaced most of the components and the price can be few grand. Putting diesel into a petrol engine isn’t so bad it’ll smoke and stop. 

AIR IN THE SYSTEM

Series diesel lift pump draw the connection, or pipe, between the tank and the lift pump can suck air into the system. This can cause misfire while the engine is running. When the engine is stopped, fuel can drain the out of these leaks, to be replaced by air when the engine is cranked over, preventing if firing. The only way to get the engine running is by bleeding the system. Parking on the slight slope with the front facing downhill will prevent air getting in through slight leaks until you can sort the pipe work.

On vehicle with the plastic fuel tank and immersed lift pump, such as Discovery Tdi, the pipe work immediately above the fuel tank can rust and perforate, allowing air into the system. Clean the metal pipes and protect them with grease.

TURBOCHAGED TDI

The Tdi engine properly capitalized on the late ninety and One Tens. The Tdi was intercooled, increasing its air charge while fuel input was increased by v new Bosh injection pump feeding Bosh injectors working at up to 270bar. The swirl chamber was eliminated in this direct injection engine, the combustion space being formed by a concave depression in the top of the piston. A lower compression ratio of 19.5 and an acoustic cover helped quieten the 200Tdi.

Cold starting was optimized by automatic heater plugs that were switched off by rising under bonnet temperature or throttle position, and assisted by an injection timing advance unit. Mechanically controlled exhaust gas recirculation EGR was introduced though the system had appeared year’s earlier on Australian specification series III models. Moves towered electronic control appeared in the last 300Tdi Discovery model fitted with electronic Diesel control EDC. These engines were controlled by Engine control module ECM which received signals from engine sensors and dictated timing, the amount of fuel injection and EGR operation.  

ELECTRONIC TD5

Now we’re getting sophisticated. A twin stage pumps submerged in the fuel tank sends fuel tank sends fuel via a filter and pressure regulator direct to the electro mechanical injectors. Surplus fuel flows through a fuel cooler on the side of the engine. It then flows back to the tank or is recirculated. You’ll notice there’s no injector pump. The injectors themselves carry out the final pressurization of the fuel.

Each injector is operated partly by n electrical solenoid valve, and partly by a pushrod in the bore of the injector which is moved by the engine camshaft via a rocker. Fuel continually flows through the injector body and out into the return line. When the ECM signal fuel to be injected into the cylinder, the solenoid valve closes the return outlet from the injector, locking the fuel inside. As the camshaft moves the injector’s pushrod down, the trapped fuel is compressed to 1500 bar, which lifts the injector nozzle and the fuel is forced into the engine cylinder.

TDV6 SUPERIORITY

Td5 was a massive step forward from Tdi, but the wholly different TDV6 system brought petrol engine standard of smoothness, quietness and power. It reverts to an engine mounted, now belt driven, high pressure injector pump, fed by an in tank lift pump.

Pressurized fuel is supplied via a common rail to injector which is energized by integral piezo actuators which react thirty times faster than solenoid injectors. Pizeo crystal beform when an electrical current is applied, and this movement operates the injector.

Injector is in two stages a pilot does, followed by a main injection which helps control the burn and thereby reduce combustion noise diesel rattle. A lower 17.3 compression ratio future reduces noise and heat, and improves the burn to give lower fuel consumption and emissions. Fuel is injected at up to 1650bar. To future improve combustion; each cylinder has two inlet ports, a swirl port for low load efficiency, and high volume port.    

  

SAFETY ACCESSORIES

The recovery work with safety accessory. Here’s just a few, and why you need them. Glow protects your skin from broken strands that can dig deep, especially when the cable is moving through your hands. In cause the cable does fail, you’ll be safer if there’s a winch heavy duty cable blanket hung over it at the time. The blanket damps down the stored energy in the cable, reducing its tendency to flail dangerously after breaking. Its bright red colouring also makes the cable noticeable, so onlookers are unlikely to step too close.

The winch’s pulley hook is an essential item to carry. By leading the winch rope through the pulley and back to an anchor point on the vehicle, the recovery pull is doubled. The pulley hook can also be used to direct the pull through an angle by securing the hook to a tree, or other vehicle. Tree makes ideal anchors, but don’t kill them by rubbing the bark off, instead fit a protection belt around the trunk, and loop the two end together with your pulley hook.  

ROUGH RUNNING

Maybe there is air I the system, as mentioned above or you could have a defective heater plug if it happens after could start. On Series engine it’s possible to slacken each injector feed pipe union in turn wear eye protection, effectively leaking fuel away from the injector and nothing whether that makes a difference to the engine running quality. The engine should slow each time an injector pipe is slackened if one has no effect, you know it’s not firing. But if one injector is dud, it’s time to have them all overhauled.

We don’t recommend this as a DIY check on later vehicle because of the danger from the increased fuel pressure. ECM regulated engines should be tested using diagnostic software. Possible causes of smoke, depending on the system include incorrect injector pump timing, defective injectors, EGR failure, and dad fuel. But it could be due to any of the common engine problems including bore\ ring\ valve damage, incorrect cam timing or crankcase breathing problems. Check the system without affecting the pump settings, and then consult a diesel specialist before meddling yourself.

DIRT IN THE SYSTEM

The filters are there to prevent dirt from the fuel and the tank reaching the injection pump and the injectors. Fine particles in the pump and injectors, potentially causing timing problems and incorrect fuelling which can show up as a loss of power and smoking exhaust.                                                           

The main filter, on the bulkhead of series, inner wing of Defenders, and rear right wheel arch on Td5, must be change at the correct service intervals. Otherwise, it becomes choked, reducing the amount of fuel that can floe through. The first indication of this will be under heavy engine load such has towing, or a long high speed climb on a motorway. The engine will literally run out of fuel, losing power gradually, and ultimately stopping. You’ll find it drive fine again after a few minutes rest, until the next prolonged full load drive. Filters have been known to clog between services on Tdi engines so buy your next service filter early and keep it in the vehicle, just in case.        

CHECKING IRD FOR FREELANDER

Listen for noise from the IRD. Defective bearing usually whirr or vibrate but it’s difficult to diagnose due to the closeness of the gearbox if you don’t want an expensive strip down of both components, the usual route is to wait until the problem gets sufficiently noisy to locate it that’s not good engineering practice, but whether trouble is caught early or late, the cause for early repair is that a fault in the IRD can cause problems and additional expense further down the driveline.

Bearing were does lead to gear failure. Pinion gears tend tend to receive axial loading transmitted to or from the propshaft eventually wearing their supporting bearings. Bearing wear allows slight movement of the hypoid gears causing uneven wear in the teeth. There’s no particular problem here on the Freelander but, as with all transmissions, they should be used with an awareness of the loadings that might be imparted by unsympathetic driving, and their outcomes.  

TRANSMISSION TRICKS

Freelander’s drivetrein begins with a generally troublefree, front drive Rover gearbox that freelander gets radical, and problematic. The gearbox feeds into the intermediate Reduction Drive IRD which distributes drive to the front wheels via a front differential, and also turns the drive through 90 degrees to power the rear propshafts, and ultimately the rear wheels.

There are two propshafts, the front have the CV joint connected to the IRD rear output flange. The rear of this prop is splined to a viscous coupling unit VCU which sits in two support bearings bolted to the underside of the vehicle. The VCU output shaft is splined into the front end of the rear propshaft, and the rear end of this is flange bolted to the rear differential. These components the rear drivetrain have been blamed for the past problems, and they are the past we’re focusing on.

TYRE WEAR

Early tyre wear and road noise problems were attributed to the variance in the front rear axle drive ratios and their combined effect on the viscous coupling. The revised IRD drive ratio from 2001 onward appears to have eliminated the problem on these cars.

It’s easy to jump the gun and blame the transmission for tyre wear, but freelanders suffer normal tyre problems too. For example, over inflation wears the centre of the tread, under inflation the outer parts. Incorrect tracking at front or back (rear tracking is adjustable) can cause both tyres on an axle to wear on both outer, or both inner edges.

Suggest driveline problems, and it’s usually this wear pattern that causes excessive road noise. Check suspension links, bushes and dampers are serviceable before blaming tyre problems on the driveline. Use same size tyres front and rear and keep newest tyres on the back. 

REFITTING ASSEMBLY

The viscous coupling’s two support bearing need to be removed from the refitted to the VCU using a hydraulic press. When refitting assembly, ensure the support bearing flanges are flat, clean and free of burs and other damage. Offer the complete assembly into position and keep it all supported while the VCU support bearing bolts are loosely fitted. Bolt the rear propshaft flange to the diff and the CV flange to the IRD, aligning with the marks made before removal. Ensure the viscous coupling’s support bearing are accurately at 90 degrees to the centre line of the coupling before tightening the rear bearing bolts, then the front ones.

The propshaft are splined onto the shaft of the viscous coupling. They will sometime pull away from the coupling after releasing the single securing bolt and removing the U shaped washer under its head. If not, try driving steel wedge between bolt head and propshaft yoke to separate them. When the connection being to move, wind the bolt out, and repeat. That’s the theory, but if the connection is very tight, this might bend the bolt. In that case, it’s down to ingenuity force.   

CHECK VCU FREELANDER

Noise from around the VCU is likely to be from the support bearings, so check their condition before replacing the coupling. You may notice drag from coupling when driving or freewheeling at low speed with full lock on the steering. If the car is rolling, it may come to a halt. This is caused by a slight wind up between the front and rear axle assemblies and is a perfectly normal feature of any viscous coupling it’s just especially noticeable on freelander. 

The viscous coupling fails by locking solid and that can cause the tyres to scrub. Test on and empty level hard surfaced car park. Drive forward and walking speed with a tight steering lock. Press the clutch in and the car will come to a halt, which is normal. But if the car halts very quickly then moves backwards, this suggests the VCU is seized the reverse movement being caused by the transmission winding back down.

CHECK PROPSHAFTS DISCOVERY

Check the rubber gaiter on the front propshaft’s sliding joint for splits, and conform the security of the holding clips. The slide joint can be tested by unbolting the shaft from the IRD flange and, keeping the front end supported, feeling for rotational play and roughness I the fore and aft movement in the joint.

Propshaft universal joints can be checked throughout their movement for looseness or tight spots, any of which can cause vibration. Also check the CV joint, but always support the prop to avoid steering the VCU support bearings. Before disconnecting propshafts, mark the flange so they can be reassembled to the same positions.

Keep a check o the forward propshaft rubber gaiter and the securing clip. If water gets in, joint will corrode and vibrate. Propshaft balance plates have been known to come off when badly rusted and or snagged off road, causing vibration, rear propshaft flange will touch and mark panel above if forward diff mount fails. Push shaft by hand to check movement. 

MAINTENANCE LAND ROVER FUEL LINER

Under the bonnet, check fuel pipe connections for leakage, and on TD5 and later models check the condition and electrical le ads to the injectors. Keep the heater plugs and their leads clean and terminals tight and free of corrosion. Heaters really fail, but if one does difficult starting or initial rough running, replace the all.

Withdraw them carefully, though, applying easing oil as they come out the internal sheath and break away and be left inside. Injector last and well on a properly serviced engine but think about having them overhauled or replaced after around 70,000 miles if the engine smokes or is not running at its peak, especially Series types.

On vehicle with engine control module ECM the software will have adapted itself to suit the subtle characteristics of each injector, so if you remove them for inspection and refit ensure they are positioned in their original order. Injector test and overall is a specialist task, so find one and let them do the whole job.    

THE WINCH

Winch is powerful enough to handle the heaviest Land Rover in the worst predicament you’re likely to meet. Its pulling power of 5443kg comfortably meet the ideal rating of one and half time the static weight  of your Land Rover  and for such a heavyweight.

Putting this kind of kit or (small or large winch) to use out in the field need serious consideration of the safety concern.  Any responsible off roader will keep the winching equipment clean and well serviced, and will check the cable after every use to ensure the there are no broken strands of wire or kinks in the line.

One broken strand means it time to fit a new cable, because the remaining strand will be under extra load increasing the chance of those breaking too. The more strands that go, the faster the cable will fail.

That’s the theory. In practice you may need several winching recoveries to get home during a lengthy off road outing, with an increased likelihood of equipment damage along the way. That’s where the safety get comes into its own.  

TURBO LUBRICATION

The turbo’ shaft spins at up to 150,000 RPM and intense heat from the exhaust gas is conducted along it to the bearings. So a good supply of quality oil is vital to lubricate and cool the bearings. The turbo oil is supplied by the engine oil pump via a pipe leading into the top of the turbo from where it flows through the bearings and out through a drain pipe back into the crankcase.

It‘s important to use the oil grade specified for your engine it handle the extreme temperatures in the turbo and provide the correct flat for the bearings. Change the oil and filter at the recommended intervals to prolong turbocharger life.

At service times, check for oil leaks from the feed pipe and renew the pipe or gasket if oil is weeping. Also check the drain line, which sometimes incorporates a hose that can kink, split or abrade on other parts. Check security of clips and flange bolts.   

BOOST PRESSURE AND WASTEGATE

The more power the engine develops the more exhaust gas comes out, which spines the turbine and compressor faster, and increase the air pressure known as boost pressure, above which the fuelling can become inefficient and the engine and turbo can be damaged, so it’s important to control pressure.

Boost pressure should not be increased as a way of getting more power, unless being done by a diesel tuning specialist who can be modify fuelling, intercooling and the turbo itself, and understand the stress implications on the engine and turbo.

Later systems, such as freelander TD4, are designed to over boost when the accelerator is fully pressed, but only for a limited period of around 10 seconds. To control the boost pressure, a valve or Westgate, in the exhaust system diverts exhaust pipe. This causes the turbine to slow down, reducing the pressure from the compressor. The waste gate is usually controlled by a modulator mounted on the turbocharger housing.   

THE INTERCOOLING

Turbocharging is all about air density more molecules of air in a given space. Pressurizing the air mean more molecules can be crammed in and, when the temperature is low, the molecules are smaller, so more can be crammed in. But compressing the air in the turbo increases its temperature, as does the heat from the exhaust gas up to 8000 degrees C in the nearby make the air charge more dense, the air is piped to the intercooler at the front of the vehicle.

Cool fresh air flowing across the intercooler reduces the temperature and increases the density of the charge air before it is piped back to the engine manifold.

The result is good low speed torque, efficient high load performance, and accurate boost control throughout the load, speed range. Nozzle are controlled by a mechanical modulator or a vacuum actuator, via the engine management system.  

HOW IT ALL TURBO WORK

There’s not much inside a turbocharger two rotors fixed on the same shaft, each in a sealed housing. One rotor is a turbine, which is spun round at high speed by exhaust gas coming out of the engine. the rotor  on the opposite end of the shaft is an air compressor, driven by the spinning turbine.

Air drawn into the compressor from the air fitter, is pressurized, and sent to the engine intake manifold. Exhaust coming out of the turbine rejoins the exhaust pipe. The system can increase engine performance by 30 per cent, and it’s relatively fuel efficient because it’s powered by waste exhaust gas. It’s simple in principle, but elaborate sealing and bearing system make the turbocharger a complex piece of engineering, as we’ll see later.

VARIBLE NOZZLE

There is a drawback with wastegate turbo. A small unit spins up quickly given good low speed response, but won’t handle high volumes of exhaust and air under full engine load.  V large turbo gives high load performance, but poor response at low speeds. So the best compromise of size is fitted to the engine.

Variable nozzle turbo (TD4, TDV6, and TDV8) overcome this compromise by varying the angle of the inlet nozzle that direct exhaust gas on to the turbine. At low engine speed low exhaust flow, the nozzle close in, increasing the gas speed over the turbine blades, speeding the turbine and producing a quick high boost pressure that provides low speed torque. At high engine speeds load (high exhaust flow) the nozzle open out, maintaining sufficient boost for high torque while preventing over boost. This reduces exhaust back pressure, so less engine power is used pumping exhaust out.    

CHECK THE UNDERSIDE

A swift drive home should drive the engine compartment and underbody. Don’t park the wet Land Rover in your garage because moisture will condense over the underside, causing rust. The brakes stay good, take the wheels and drums off and wash out any mud, especially around pads. Check again that off with an air line, or go for a drive when the brakes have dried sufficiently to be safe. Recheck the tightness of suspension and steering bolts and nuts.

Having got your Land Rover in the right shape to go off roading regularly and reliably, there’s a temptation to tackle more adventurers terrain and distance that might involve modifying and adding weighty protection and recovery gear.

Think carefully before pressing ahead like this and discuss your needs with a reputable specialist supplier. Modification are always a compromise that can adversely affect reliability and on road performance. It’s always worth remembering that a Land Rover is designed to perform well off road, and it already does that brilliantly in dog standard form.     

CHECK THE AFTER OFF ROAD

Wipe mud from driving lamps, indicators and number plates, and ensure engine air intake are clear to the radiator, intercooler and oil cooler, Remove any mud clogging the radiator a power wash jet is too forceful for this, so use a bucket and soft brush. Look for broken bumper trim, damage lamp lenses, dislodged trims and wheelarch spat, and make everything secure.

Check brake, clutch, PAS and ACE fluid, and the engine oil levels in case of leakage. You can’t check the coolant level while it’s hot, but you’ll have been keeping an eye on the temperature gauge throughout the trip. Before driving away, remember to disengage difflock or 4WD on series. If the difflock light stays on, reverse a short distance to unlock. Drive easy at first, listening for grit in the brakes if you heat it, stop and clean them before they’re damaged. Check that the steering and suspension feel normal investigate vibrations, steering or break pull. An offset steering wheel position suggests track rod or drag link damage.

BEFOR YOU GO BACK ON THE ROAD

Park on flat ground with a gear engaged and the handbrake on to check underneath. It’s important to remove the wading plugs right away so leaking oil can drain away. While underneath, check for stones and branches lodged in suspension, steering and chassis parts. Check the exhaust, fuel lines, break pipes and hoses are secure, and investigate any that have been distorted. Look for bends along the steering, track road and drag link.

Inspect the inner side of the tyres for cuts and bulges and lost balance weights, and remove clumps of mud from the wheel which will throw it out of balance. Check treads for cuts and sharp stones, crawl out and check the outside of the wheels and tyers and shift any mud that might drop into the road. Off road centres will have a presser wash, otherwise find a stream and use a bucket dropping mud on the road is illegal.      

THE ENGINE WATERPROOFING

Get some wading plugs from your dealer and fit them to the threaded holes under the bellhousing and cambelt cover. Good wiring connection will keep a diesel running happily at normal wading depth but petrol engines suffer from wet ignition leads and coil, and condition inside the distributor.

Silicon sealant helps seal ignition leads, spark plug sockets and distributer cap to its body joint. A watertight cover can be fitted over coils and distributors. A latex glove makes a good four cylinder distributor cover with the leads protruding from the snipped fingers.

A electric fan with a cab control to switch it off when wading will stop fan blades splashing water up onto the engine. But fit a good warning lamp or buzzer to remind you it’s off. Disconnect every joint from the air filter to the engine, including turbo and intercooler hoses, and seal with thin layer of silicon. Check turbo intercooler hoses for holes and splits. Refit with good clips and apply sealant around each joint.

                                                                                                                                                        

WHAT IS THE TURBOCHARGER

Land Rover joined the turbo club in 1986 installing a Garret AI Research T2 turbocharger on the Ninety and One Ten, and sticking a Turbo badge on the back to boast the fact. That’s when turbocharger had exotic connotation suggesting indecent bolt on power. Twenty years on, no self respecting diesel would be without one, it’s become an integral part of the engine system.

The turbo can last the lifetime o your engine if it’s looked after, or can wreck your engine if it isn’t job is simply to force extra air into the engine. That’s matched by putting more fuel in, and the result is a bigger bang more power and torque.

That also puts added stress on engine components, which is way you can’t simply bolt a turbocharger onto a non turbo engine and expect it to live. Even the original TD engines struggled to hold themselves together against the power they produced, until crankshaft and conrods were beefed up.

HAND WORK FOR DISCOVERY

So although the engine was and is in rude health, the same couldn’t really be said for the body work. I’m guilty of generally being too lazy to blast the mud away from all those hidden nooks and crannies where rust will start to bite.

As a result, it has started to dubble though in some classic Discovery corrosion hotspots, such as the rear wheel arches and the rear bumper the latter created, of course, by an equally I wonder if they’ve cottoned on yet that flat ledges at the back of cars collect water.

The buckled wing looked a mess but, as it was drive able I never got around to replacing it. Besides, it‘s a well known fact that most Land Rover owners wear their battle scars with pride. But if our Discovery was going to last the course. I had to do something about its shabby appearance. I was happy to tackle the minor rusty bits myself, but I sought professional help to replace the wing.

DISCOVERY 300TDI AUTO

Call it credit crunch; fiscal freefall whatever either way with banks in trouble and fleets of unsold 4x4s on forecourts, right now probably isn’t the best time to be thinking of swapping your Land Rover.

Not that I ever was you understand our Discovery is a firm family fixture. But the present state of the economy made me take stock and reaffirm my commitment to my car. With fewer than 80,000 miles and a meticulous service history, the 10 years old 300Tdi is barely middle aged. Properly looked after I recon it’s good for at least another five years despite the abuse it gets every day.

And I mean every day. There isn’t day that passes without me bumping splashing and squelching along some byway or other. Walking the dog is a lot more fun if you first find somewhere far off the beaten track to walk in.  

WHAT DID THEY CARRY

After the career as a move star, the old soldier eventually went into a privet collection unit, 20 years later. They carrying for

·         Spare wheel mounted on front bumper,

·         Two jerry can of water

·         Camouflage net on bonnet

·         Shovel in wing

·         Pick and helve handle on wing

·         Twin Vickers k machine guns

·         Bren gun next to driver

·         Sun compass on bulkhead

·         Ten Vickers k magazines

·         Box of Bren  ammunition

·         Bren magazines in box offside of seat box

·         machete on nearside of seat box

·         vehicle tool in under seat locker

·         12 signal pistol cartridges in container on

·         Nearside of bulkhead

·         Two jerry cans of fuel

·         Radio and rocket launcher

·         Cooker and tin, some food

·         5browning machine gun, rear mounted

·         Box of smoke grenades and box of 3.5 grenades

·         Box of 303 ammunition, box of sten rations

·         Box of sten ammunition and box of .5 ammunition, three haversacks. 

THE EXPEDITION

In the second Oman expedition of the British Army, from November 1958 to spring 1959 A Squadron 22 SAS joined D Squadron in January1959 22 SAS returned to the UK later that year. This is when I think the SAS took on its special Land Rovers suggesting.

  After Oman trouble flared in the Radfan hills in Aden (which is now the Republic of Yemen). The second Radfan expedition is probably the first time that these vehicles were used in actual combat. A squadron 22 SAS arrived in the Radfan hills in April 1964.

Although it’s possible that the SAS Series is saw action in Aden, most of their work was in the UK most use of SAS Land Rovers was in the UK by 22 SAS and the Territorial Army SAS with the occasional exercise overseas. The SAS Land Rover was struck off the Army census between November 30 1963 and July 30 1968.

LAND ROVER MILITARY VEHICLE

Unusually for an SAS vehicle, it’s not desert sand colour and recons it never has been even the chassis is still green. Piecing together this vehicle’s past in near impossible, given that the SAS isn’t known for sharing secrets. Luckily military historian John Mastrangelo recently wrote a detailed article about the SAS Rovers in Windscreen, the magazine or the military Vehicle Trust.

Eight of the 10 SAS Land Rovers entered service as standard vehicles between October 26 1956 and March 5 1957. So allowing time for modification, any use by SAS left Malaya from October 1958. This means it’s unlikely that the SAS series is were used in Malaya.

The next trouble sport that the British Army was drawn into was the First Oman Expedition, between August 1957 and October 1958.’D Squadron 22 SAS was diverted to Oman on its way home from Malaya using vehicle that served in Malaya standard, ex WW2 Jeep, Austin Champ and standard Land Rovers.   

HOW SUPPORT LAND ROVER WORLD WAR 2

During World War 2, the SAS used stripped down jeeps, many of which were still in use during the early 1950s. By then the army was using the standard 80inch Series I and the SAS was no different, expect that its vehicle had doors, screen and tilt removed.

It become clear that the little Land Rover really needed to be modified to cope with the specialized role of the SAS big machine guns everywhere, extra fuel, water, lots of ammunition and a bazooka missile launcher. An 86inch prototype was created at Fighting Vehicle Research and Development Establishment. All this hardware made the vehicle extremely heave even with no doors, roof or windscreen; it still weighed in at 304kg more than the standard 86inch.

This prototype was eventually demonstrated at FVRDE on February 12 1957. By then, a second 86 inch and three 88inch vehicles had already been created. Following the demonstration the remaining batch of five was produced including 66 BS 14, the splendid example now in the safe care.  

THE LAND ROVER SPECIAL AIR SERVICE

The link between Land Rover and the elite SAS regiment is strong to the point of unbreakable and it’s a link that’s every bit as old as Land over itself. The original Special Air Service was demo bed at the end of World War 2 but, in April 1947, a new SAS unit 21^st Territorial Army 21 SAS for short was created. The post war years were anything but peaceful, as various former colonies around the worlds began to fight for independence.

The Far East was one of the world’s most unsettled regions and, in 1951, volunteers from 21SAS were sent to the conflict raging Korea.

They never arrived there. The unrest in Malaya that had begun in 1948 developed into a full blown emergency and 21 SAS was diverted to help the Malayan Scouts, leading to the formation of 22^nd SAS Regiment in 1952.  

BUY A LAND ROVER

There’s certain irony some would say hypocrisy in the fact that those of us who take our Land Rovers off Road and Greenland would prefer to buy one that has never got its tyres muddy. I wouldn’t dream of buying a Land Rover from someone like me.

Luckily after all these years, I’ve got a well turned instinct for sporting Land Rovers that have been abused. Loose trim mud in unlikely places scratches on the roof scrapes on the underside you know the score.

But the best signs of a Land Rover product that have been off road is a stiff or seized diff lock and a high low lever that need the strength if Geoff Capes to shift  Seriously.

I explained my reasoning I doesn’t drive many miles, I doesn’t drive fast petrol is quite a bit cheaper than diesel and a well cared for vehicle with just 55’000 miles on the clock shouldn’t need too many expensive repairs in the near future. So if you like my thinking?     

CALLING OCCUPANTS

The empire’s three phase plan to subjugate earth is behind schedule. Phase 1 is completed crisis. Phase 2 require that we immobilize all transport, since Earthlings have only two main activities driving, and watching coloured light boxes. We would disable these boxes in phase 3 of the plan. Earthlings could then easily be abducted we already know that their brain are almost completely rotted by the coloured light boxes.

At the moment the plan is in phase 2 immobilising all transport. We have made it expensive for earthlings to buy fuel, but they continue to drive. Our problem is with earth vehicle technology. The earth subjugation plan is out of date; new information has not been incorporated. Most earth vehicle now has electronic engine management systems and our engine stalling rays have no effect on them. Only on older earth vehicle is there any effect. Mighty emperor, you beg your forgiveness.

                                                                                                                                    

ACCOMPLISHED 4X4

A talking about off road situation the sorento certainly proved its worth on the rutted dusty and tortuous tracks of northern spin. Good ground clearance and adequate approach and departure angles kept the sorento on the move when others would no doubt have become wedged in an uncompromising position, wheels spinning helplessly in the air.

Keeping forward progress through grabbing mud and over loose surfaces proved no problem for the diesel sorento and running along in low second gear meant that even steep hills were easily ascended, although low first was required for the seriously sharp descents. Then a quick change back out of low box allowed the KIA to run free on the open road, not once complaining about the tasks to perform in the rough.

Plus with look to rival any of its peers the sorento certainly makes a good impression, and is working hard to get to the top of the segment. Whether it’ll reach its goal, however, is a matter for the buying public to decide.  

GOOD FOR OFF RODING?

Mud terrain tyres do ride quality no favours at all, so it was a pleasant surprise to us that despite the sorento wearing such boots the ride quality remained firm and reasonable pliability over potholes and poor road surfaces. Being a suv means it’s never going to be a contender for the most exciting ride in the world, but equally it’s no barge and feels poised and solid in some of the most unforgiving conditions.

Off road the ride quality was also the match of any of its class competitors, helped no end by the incorporation of a low box, which naturally gives more control to the drive in an off road situation. An important inclusion in an off road vehicle, the omission of which is a major concern in many of the KIA rival 4x4s. 

TO DRIVE IT WORK IT

Winding A road and wending B roads, however showed just how happy you need to be with the accelerator to keep the diesel powered Sorento on its toes fortunately so blessed with a leaden right foot so keeping the revs up wasn’t a difficult chore.

Country lanes too kept the sorento shadow boxing, the stylish KIA reacting well and responsively both to quick gear change and snappy braking, and generally proving its place as a serious contender to other, better established 4x4s in its marketplace.

However having read that you need to be a bit handy with the accelerator, you don’t want to think the sorento’s a difficult car to drive, it isn’t it’s just that you really need to drive it with a capital D to get the very best from the engine not something that most diesel sorento buyers will be too bothered about obtaining, mpg being a much more serious consideration.  

HOW COMFORT KIA SORENTO

To start with we pointed the Sorento towards the blacktop motorways, fast A roads winding B roads and even the country lane or two. It had been a while since we’d driven it so we were determined to give it a thorough run for your money.

Kept on the boil the KIA Sorento was easily the match of most of the other vehicles we encountered during our drive. Yes there between first and second which is in fact, much more noticeable off road but accelerating onwards regardless soon dispels this gap in the otherwise acceptable power delivery.

Remembering to change down before executing man oeuvres to keep the revs up was quickly incorporated into our driving and soon the sorento was really showing us its legs. Cruising down the motorway proved to be no hardship for the new Korean kid. Soon you’re were overtaking swiftly and wafting along enjoying its gentle and reassuring atmosphere.   

THE KIA SORENTO CRDI XE

If ever there was a car that deserved to do well it’s this one, the KIA sorento. designed specifically with the Asian market in mind, it look smart and stylish, and refrains from utilizing the kind of quirky design cues we’ve seen on so many ill fated Korean four wheel drives.

More than that, it delivers on practicality and drivable seating and useable if not modern engines. Plus, and this is one of the biggest points in its favor. It’s cheap. And no before you get all concerned we don’t mean that the build quality, we mean that kia has managed to build a four wheel drive car it can sell for a startlingly reasonable price complete with all the bells and whistles even the most discerning or difficult, of customers could desire.

Until recently only available with the 2.5 litre CRDI engine, winter saw the timely introduction of the 3.5 litre V6 petrol engine to the sorento range. So with a squirty new rival from within its own rank company decided to revisit the CDRI model and see how the diesel unit fared when put through its paces on the tarmac and off the beaten track.

LIGHT STEERING

Driving this pre production Santana on tarmac is surprisingly light throttle pedal make for a relaxed attitude. The parabolic leaf spring set up keep it level on bends, and unlike Land Rover Series III long wheelbase models your spine is not jarred every time you drive over anything more than a cat’s eye.

Little noise penetrates the cabin given its un aerodynamic shape and even at 70mph the wind noise was bearable. As you drove through towns, heads turned as people looked than looked again when they realized that they were not seeing what they first thought.

Off road the Santana seemed quite capable approach and departure angles are obviously similar to long wheelbase Land Rovers. With 200mm of ground clearance and a wading depth of 750mm farmers can rest assured the Santana will find no difficulty on even the toughest terrain. We purposely put the Santana cross axle in a whole and simply selected second low and allow the engine to pull us quality and calmly out. 

ENGINE FOR SANTANA

Power, and plenty of it comes from Iveco’s four cylinder 125bhp PS10 engine 2.8 litre intercooled turbocharged diesel motor being controlled by a throttle potentiometer making the Santana semi fly by wire. A maximum torque of 203lb ft at 1800rpm makes on road off road and motorway work no problem to the new kid on the four wheel drive block.

A higher output engine may also be on the card as the Santana goes production. The engine is mated via a twin plate clutch to an LT 85 gearbox perhaps the only major part shared with Santana built Land Rovers with optional two and four wheel drive. power assisted steering with v turning circle of 6.5m is fitted, while disc brakes all round enable the Santana to be pulled to a swift stop. 

THE QUALITY

The 109 chassis is manufactured by the same company that produces for the Suzuki jimny and Vitara and is subjected to the same dipping treatment a long life can be expected there too. The roof panel is of double skinned fiberglass to keep weight on this already meaty and heavy vehicle to a minimum.

Inside the PS 10, legroom is more than adequate with even the rear passengers enjoying plenty of room. This is achieved through a pedestal set up rather than a box on which to mount the seats. In front of you make for a more comfortable seating position. The cloth seats are high backed and comfortable, and the second row. Accommodate three adults with enough room to breathe. An option of a future four seats and windows fitted in the rear of the van could make this a nine seater.

The dash is basic as would be expected in the working vehicle market towards which the PS 10 is aimed but controls, switches and instruments are easily operated and observed. A good all round and high view is maintained with no blind sports interfering with the driver’s vision.  

THE SANTANA PS 10

Santana Motors has been building vehicle in its Spanish factory since 1953, with is version of Land Rover and Suzuki model being assemble and sold in the European market. This new creation, however, is all its own work and although the origin of the initial design sentiment can be clearly seen, any party with a Land Rover is simple skin deep.

As you walk around the Spanish manufacturer’s double cab van the first thing that you will notice, apart from the striking appearance of the finish that Santana has achieved. A seven stage anti corrosion and paint process is responsible for the deep luster on the aluminium and steel bodywork, with both dipping and spraying employed to promote longevity. 

V10 TDI DRIVING OPTION

With its brilliant lusty engine, sophisticated four wheel drive system with traction and anti skid controls, luxurious air conditioned full leather interior and high equipment including concert quality audio, this luxurious Volkswagen would seem to have everything the discerning executive level off road enthusiast could possibly ask for but the styling is surprisingly conservative, lacking any classic off road styling cues

Looking more like a puffed up passat, it simply does not reflect the same level of expensive street creed that from the Range Rover. Alongside the blandly styled crossover 4x4s such as the Mercedes ML, the touage is unlikely to surfer from this lack of 4x4 characters. This most exclusive of people’s cars arrives at a time when worldwide sales of luxury 4x4s are increasing.

A Land Rover Discovery and jeep Grand Cherokee, 4.3 litre petrol V8 alternatives competes with the ML and BMW X 5. Though failing to topple the Range Rover from the top of the luxury tree, the touareg is certain to make a big impact in the urban jungle.    

V 10 TDI OPTION

The 60- 40 spilt rear seats fold up conventionally while excess loads can be carried on an optional roof carrier system that attach to the aluminium roof mounted rails. So strong and rigid is the touareg’s body that carries a roof load of 100kg around 25kg more than most competitors would allow. Accessories include fix or detachable towbars, a worthy feature sine with this big V10 power the touareg will have little trouble coping with its towing capacity of 3500kg.

The touareg is built to last construct almost entirely of galvanized steel, laser welded for accuracy to ensure perfect panel fit. The front wings, vulnerable to car park knocks are made from flexible plastic the bonnet is in lightweight aluminium, the bumper are thermal resistant plastic.

As Volkswagen’s first venture into the luxury 4x4 market the tourage is one of the most sophisticated vehicles of its type one of the few to come anywhere near challenging the Range Rover’s legendary blend of off road agility and luxury refinement? 

LOAD LUGGER

Three point seatbelts and proper head restraints are provided for all five passengers but the rear rests need to be removed when traveling without passengers because they seriously restrict vision through the rear screen. Occupant safety has been given priority, so not only are there airbags for driver and passenger, but full length curtain bags offer head and upper torso protection to front and rear passenger alike.

An electronic safety system fires and the airbags at different rates depending on the severity of the accident, and continues to work even after it has activated the airbag, unlocking all the doors, isolating the battery shouting down the fuel supply and switching on the hazard warning light.

The touareg has a big, well shaped and capacious load bay accessed via a large, high opening tailgate or through the rear window which can be opened independently of the door. The two piece tailgate is unlocking via an electro mechanical system, and a power closing aid is an option.    

V10 TDI OFF ROADING

For off road driving the transmission can be switched into low range, which also automatically locks the central differential lock. A hill starting assistant prevents the car from running backwards after stopping on an awkward incline. On manual models this leaves the brakes engaged even after the lever has been released until the clutch bites and begin to drive the car forward.

Automatic have an electronic function in the gearbox that prevents downhill movement before moving off. On very steep downward slopes an electronic descent control working through the anti lock braking system, cuts in to maintain controllable progress.

But in spite of its superb looking four wheel drive credential the toureg is not a convincing master of all types of rough terrain though that steep and slippery slop showed the unqestion advantage of huge low rev torque the touareg

THE CONDITIONS FOR V10TDI

Lesser touareg versions have conventional coil sprung suspension, double wishbones in front and multilink at the rear, but optional and standard on the V10 is a Range Rover like air suspension system that adjusts height automatically depending on road speed.

While parked the touareg sits 60mm off the ground, to allow ease of loading but on the move the ride height increases to 215mm. At 78mph the ride height drops to 190mm to improve stability and at 112mph it lower to 180mm. The driver can override the system and set other levels if desired. But because the touareg is an off roader the suspension can be adjustment to increase ground clearance to 240mm, and for even more extreme condition to 300mm.

In normal driving the ride comfort is excellent, on the firm side but not uncomfortable, while the self leveling effect of the suspension helps keep the big car stable and rear through fast bends. Cornering grip is excellent, drive being directed to the front and rear axle via a transfer box and a central differential, with an automatic multi disc clutch acting as a dif lock.

LEATHER LUXURY

The interior is suitably opulent, from the smart stitched leather upholstery to the polished wood inlays in the dash panel, center console, door trim and gear knob, round analogue dials, white on black with chrome bezels, share the hooded instrument binnacle with a small digital trip computer screen, while a five inch colour screen for the sat nav and audio readouts dominates the centre console. The simplicity of the two cupholders between the seats contrast starkly with the fussiness of the controllers for the four wheel drive system and variable suspension settings, which are large turn wheels that sit flush to the panel surface, popping up when you need to make adjustments.

Twelve way electrical seat and lumbar support adjustment mean a virtually perfect driving position, the V10 also boasting reach adjustment for the steering wheel, where lesser models have rake adjustment only. On all models the steering wheel has remote controls for the computer cruise control and sound system.

THE V10TDI VOLKSWAGEN ENGINE

The engine rumbles into life idling with little and an exhaust note that resemble a powerful big capacity American V8. Under hard accelerator the soft rumble switches to a subdued but powerful growl that quickly rounds out to a stirring whoosh as the touareg leaps forwards.

Is stunning, although even with over 550lb ft of torque to work the auto gearbox hesitates to allow the engine to build up speed before launching the tarmac to return a 0.60mph time of just 7.4. The brief daily is also noticeable when grabbing a quick overtaking opportunity the transmission kicks down responsively enough, but the big V10 needs moment to get into its stride before it takes.  

Any car with a speedometer that read to 200mph is an exciting proposition, even if the figure is optimistic. The six speed automatic transmission linked to the mighty V10 is close to ideally geared, so with the power peak speed of 4000rpm showing in top true speed it just 140mph, a maximum of 158mph possible if the touareg could be nudged to the red line on a downhill run.

THE VOLKSWAGEN TOUREG

The slope was steep, long rutted and slippery, and it turned upwards so sharply off the boggy trail there was no room to take run. The touareg pointed its aggressive snout upwards, paused momentarily at the foot of the slope. Then with the rumble of gutsy torque it strode up to the top as if it were out on a afternoon cruise. The secret of Volkswagen luxury 4x4’s off road success lies under its bulky bonnet in the shape of a gorgeous 5.0 litre twin turbo V10 turbo diesel engine boasting a mighty 553lbft of torque at just 2000rpm.

You don’t need to take your hands out your pockets to get into the range topping touareg. Keyless entry is standard on the V10 TDI, an option on other version. With it the driver need never remove the touareg key from his or her pocket because the car recognizes a transponder in the key and releases the lock when the driver touches the door handle.   

HEAVY DUTY PINION

The 4 pinion heavy duty carrier is 100% stronger than standard it has been designed as a 3 part unit, held together with 12x 12/9 bolts. It can be upgraded to a clutch plate type Limited Slip Diff simply by removing spacer plates and installing a clutch plate kit.

This carrier is the same casing as the Heavy duty carrier above but fitted with 14 clutch plates which limit the drive slip between wheels. There are 3 option of clutch plate configuration and pre load is fully adjustable. Smoother power delivery to the half shafts.

Complete axle diff locker system with heavy duty carrier, strengthened shaft and driving member hubs. 0.4 sec cab. This system is also available with LSD combination giving the ultimate in traction control. So use far better steel and more controlled heat treatment in the production of the heavy duty shafts. This combination gives the heavy duty shaft a better flexibility and approx 40% increase in strength.  

l

JAGUAR LAND ROVER

Two years from now a consortium of world companies led by the Jaguar Land Rover intends to demonstrate a new flywheel hybrid system, and I’m reliably informed it will be on a Jaguar Land Rover vehicle

The flywheel hybrid is not the conventional electric hybrid arrangement seen in current green cars it’s a purely mechanical arrangement that stores up the kinetic energy wasted during braking, and release it to get the wheels accelerating again. A typical hybrid flywheel may be about 250mm diameter by 100mm thick, and turn at a massive 60,000rpm.

Engineering company flybird system has developed such a flywheel energy storage and recovery system to meet next year’s Formula 1 similar technology into a road vehicle, giving potential fuel consumption and therefore emission savings of 20 per cent.

Other involved in the project include transmission specialists Torotrac and xtrac plus good old ford, and it’s all being managed on behalf of leader JLR by prodrive. And the whole project is funded by the Government established Technology Strategy Board.    

LAND ROVER WITH ENVIRONMENTAL

Land Rover may appear to have lagged in the area of environmental automotive engineering in recent years. But, even if we consider its abandonment of petrol engines and the announcement of the wacky Land-e concept to be ill timed and ineffectual, the fact is that Land Rover evidenced by the LRX concept car and its current ambitions, seems to be motoring at speed into the future an environmentally responsible and sustainable future at that.

In the week leading up to the sales of and Land Rover was seen as the must have maker, with struggling, loss making Jaguar the free gift that no one really wanted. Forget that. Jaguar’s huge aluminium bodied XJ saloon is the most environmentally friendly motor in its class, outstripping many smaller cars and its new smaller cars and its new XF saloon is selling fast, worldwide.

So that the environment sorted.

FUEL PRICES

Maybe the crazy fuel prices aren’t all that significant to us. The disadvantage of the extra fuel consumption of our Land Rovers in comparison to say a sensible Ford focus has always been offset by the fact that we’d be bored rigid driving the Ford.

Nothing’s changed. It costs more to fill percentage extra to fill up a focus, and yet the sheer thrill, interest driving and ownership rewards of a Land Rover are still there, as is the same life deadening experience of driving a sterilized hatchback.

Beside, we’re probably reaching the stage where natural oil supplies are running down which suggest fuel prices will only ever go up as remaining fossil fuels become harder to locate and extract remembering that the fuel price goes up just as much for that for Ford Focus.

At least Land Rover appears confident that the world’s fossil fuel supplies wont to run out for V good two years. 

THE MUD TRIAL

In front of me the Land Rovers of all different shapes and size are busy doing what they do best, slogging through deep water, scrambling over enormous mounds of clay and generally having a great time.

The drivers in this trial are desperately trying to complete each section without touching the canes that mark out the course. It sounds simple enough until you look at how close the stick is to each other and how tight the turns are. When a driver gets a clear round, by missing all the canes and not topping, a cheer goes up from the knowledgeable onlookers.

  

 It’s a great event to watch, because you can safely get close to the action, and you learn a lot about off road driving from other’s mistake and success. Although the action appears to be very sedate, the driver’s faces paint a very different picture, each one v combination of intense concentration and fear of missing and trashing the next gate.

Performance well in soggy sand. Mind, you it would need more aggressive mud tyre to cope with this heavy, sticky clay. 

LAND ROVER 200TDI GEARBOX

I was pleased that some of the scrap had moved, until I’ll spot that I’d filled the space with more parts, working ones, of course. The main one was the LT77 gearbox and transfer box from the Discovery we took the 200Tdi engine out of for series IIA.

I have seen Daihatsu engine One Ten on the road, just in case it can use the higher gears in the Discovery transfer box. Well find out soon with any luck it’ll be on the road by the time this hits the shelves and I’ll be able to put the two boxes, be they One Ten or Discovery units, into the classifieds. At least then they’ll be helping keep another Land Rover on the road for relatively little outlay.

All this is much better than the megabucks that we’re forking out for the all gearbox. Maybe we should just drop it and run Series Land Rovers all the time. 

THE PARTS OF LAND ROVER

Strong space would always be an issue maybe we should all club together and hire a disused airfield at which to store the Land Rovers while they wait to be restored. What v fantastic sight that would be transporters would continually be arriving with new wrecks plucked from hedgerows around the country, Series is would sit beside Range Rovers and Discovery’s? Of course, some wouldn’t be able to be restored, but they would just provide parts to keep other Land Rovers on the road and only the completely useless parts would be sent to the scrapper.

I’ve actually just weight in a load of scrap an old 2300CC engine block with seized pistons, loads of tired leaf springs, expired brake discs and a few other odds and sods.

I could have taken them to the local dump, but came away from the scrap metal merchants with, well worth having a tidy up for.

We know this happens on v small scale at garages everywhere, but just imaging one central hub for every dead Land Rover. It would be proper Land Rover heaven.  

PARTS FOR LAND ROVER

Talking buying cheap vehicles, I’ve looked at a few older Land Rovers recently with a view to buying I’m not talking about the V8 110. I mentioned last month, but series Land Rovers, which I just want to save.

The price of scrap is going sky high at the moment. So older Land Rover are finding their way to the scrappier, rather than being rebuilt.

  

 Up until now, people would hold on to anything Series, either to rebuild or use for parts. Now it’s more convenient to tow it to the tip and take the money there and then. And some good Land Rover is being lost as a result.

Most of them will have rotten chassis and bulkhead, but some have just failed on relatively minor items, and because the owners have access to other vehicles, they’ve not bothered fixing them. If you had a 109 inch Series IIA would you sell it as a project to someone? Hopefully, it would be the former. 

ABOUT THE METAL

Now we’re had replace the dual mass flywheel, which expired, rendering the clutch useless. The trouble with buying a vehicle like this is that you soon lose faith in it to get you to place. It’s less the worry about what will go wrong next, more when it’ll happen. And will it leave you stranded in the middle of nowhere, with no phone signal.

In this issues free buying supplement, I’m saying to steer clear of cheap Land Rovers as you’ll never recoup the money you have to spend on bringing them up to scratch. We’re definitely in that situation. Even with having done some of the work ourselves, we’ve still incurred a maintenance bill exceeding on the P38 and remember, that’s on top of the purchase price of.

And what is worth now? Certainly less than when we bought it. Sensible people would have got rid of it as quickly as possible, but I’m willing to stick with it. After all, how much more can go wrong with it……!!!

RANGE ROVER P38

The Range Rover P38 followed by eight hundred and fifty two expletives. I simply can’t believe the difficulties we’re having with the vehicle. We bought it knowing that it had been used hard and was likely to throw up problem that many other P38s succumb to but I hadn’t expected it to spend half its time being fixed.

There’s widespread agreement that this second generation Range Rover does have a reliability problem but, if I’m fair about it the troubles are the sort of thing you’d expect for a tired vehicle.

Three of the four wheel bearings have now been replaced. If they’re original they’ve done better than our Defender two of which expired at about 80,000 mile, nearly half what the Range Rover has managed.

The gearbox needing a rebuild is another problem that’s brought on by heavy use. We did nothing to accelerate its demised, as it failed within just a couple of thousand miles of us buying it. It had simply been well used.   

TIMING BELT FOR 300TDI

The Discovery is versatile enough already to meet my requirements. It will perform well off road and its with auto gearbox, is a delight for those motorways miles. Why change?

Well there another little voice telling me that air con would be nice for the summer and that a snorkel would allow me to take it a bit deeper while wading and a few tweaks could get a bit more. Performance from the 300Tdi lump and that’s what temptation all about. Discovery the previous owners told me was pretty sure it had a timing belt replacement at a previous service. Timing belt replacement on 300Tdi engines is a serious business. The early once were prone to failure because of pulley misalignment and even the later once like mine were the fault had already been fixed should be replaced well before the 80,000 miles recommended by Land Rover. I reckon 50,000 miles is a more sensible limit.