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FROM THE EDITOR
FEBRUARY 2019
HALF-TON, HALF-CENTURY
T “50 years ago, at
he exact date that marks the half century The plentiful nature of ex-military
of the Military Half-Ton Land Rover Lightweights means that the model is a
depends on which anniversary is being regular sight at Land Rover events because the beginning of
commemorated. Prototypes were made between
1965 and 1967, some pre-production versions
it has a loyal following. This issue is CLR’s
homage to the venerable machine’s half-
the new year in
were made in early 1968 and mass production century in all its guises. Personally I have had 1969, Lightweight
started in mid-November 1968. Understandably,
many people marked the 50th anniversary of the
four different ones over the years but never
seemed to hang onto any of them and typing
production was
Lightweight Land Rover at shows during 2018 this makes me sad that my current one - the being cranked up”
and there were some great displays. Another way ex-RAF 12-volt Series III - is for sale.
to look at it is that, 50 years ago, at the beginning Enjoy this Lightweight issue.
of the new year in 1969, Lightweight production
to fulfil substantial military contracts was
being cranked up. There would be numerous
variants including both IIA and IIIs, 12 and
EDITOR JOHN CARROLL
24-volts, left and right-hand drive, diesels [email protected]
and petrols and they would be supplied to
around 20 countries. This means that there PS - Don't forget to look at CLR's classified ads
online at www.classiclandrover.com
are several more half-centuries to mark!
John Carroll Garry Stuart Martin Port Kate Russell

Editor John has owned leaf- Photographer Garry Stuart has Regular contributor Martin Kate, who now owns a 109in
sprung Land Rovers since 1985 been photographing Land Rovers, Port is the art editor of Classic Series IIA camper, does the sub-
and now maintains his small fleet and plenty of other things with and Sports Car magazine and editing and a lot of the behind-
that covers Series One, IIA and engines, for decades and is the owner of a former Trans-Africa the-scenes work on Classic Land
III models owner of a Series III 88in expedition Series II 88in Rover magazine
Steve Donovan Emrys Kirby Louise Limb Ros Woodham

Art editor Steve is deeply Knowledgeable contributor Emrys Louise is well known around Contributor Ros now has two
immersed in all things fifties so has his own collection of Land the club scene as an illustrator, Land Rover Santana classics,
needed little encouragement to Rovers and is immersed in the club photographer and writer enjoys overland travel and takes
work on CLR beyond a sunny scene which makes him an ideal and you'll frequently see her great pictures, so she's most
greenlaning weekend in Wales member of the team scribbling away at events definitely one of us
Tom Lunn Clare Westbrook Jim Willett Ian Clegg

Tom is the Advertising Manager Writer Clare has been using Jim is one of CLR’s technical Photographer and designer Ian
and is keen to deal with our Nellie, her Series IIA 88in with a contributors. He’s run classic Clegg iowns a classic 90CSW and
advertisers and their specific needs 200Tdi engine, as daily transport Land Rovers for years and is now contributes regularly to the
on an individual basis for the past decade and has now hands-on when it comes to magazine
bought two classic Range Rovers repairing and restoring them.
Copies of Classic Land Rover can be obtained Classic Land Rover (ISSN 2052 2258) is We are unable to guarantee the bona fides of
each month by placing a standing order with published monthly by Key Publishing Ltd any of our advertisers. Readers are strongly
your newsagent. and distributed in the USA by Mail Right recommended to take their own precautions
Int., 1637 Stelton Road B4, Piscataway, before parting with any information or
Subscriptions NJ 08854. item of value, including, but not limited
Please refer to main advertisement to, money, manuscripts, photographs or
Editor: John Carroll within the magazine. All applications Postmaster: Send address corrections to personal information in response to any
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Additional Contributors: Subscriptions Department, Road B4, Piscataway NJ 08854. Printed in England by Warners (Midlands)
Craig Allen, Toby Savage, Dave Marsh, Classic Land Rover, plc, Bourne, Lincolnshire.
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www.classiclandrover.com FEBRUARY 2019 3

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LAND ROVERS
JOURNEYS
6 REAR VIEW MIRROR
1949 80in Land Rover 80 GREENLANING
Tales of leaf springs and rocky roads from Richard
26 THE FLYING MACHINE - Johnson
LIGHTWEIGHT 92 THE LONGEST DAY
The air portable military Half-Ton Land Rover Visiting Normandy’s historical sites in the mag’s
Lightweight
32 SHINE ON - LIGHTWEIGHT
A restored IIA Lightweight from the south west
54
38 THE LEICHTGEWICHT -
LIGHTWEIGHT
A left-hand-drive Lightweight from Germany
40 ROCKY MOUNTAIN WAY -

LIGHTWEIGHT TECH AND TOOLBOX
A characterful Dutch Lightweight diesel
44 FLYING DUTCHMAN - LIGHTWEIGHT 84 MAKE DO AND MEND

Fabricating a strap to aid refuelling of a Series One
A very original example of the Dutch Army’s diesel
Lightweight 86 ROLLING ALONG
Jim Willett gets the IIA 88in to the rolling chassis stage
54 GOLD AND BROWN
Jon Holmes’ throwback Series One 107in Station Wagon
60 CLASSIC COILERS
The 6x6 variants of the Australian military Perentie
Land Rover
72 BACK IN THE GAME

Kev Mills’ every day IIA 88in
78 OUR LAND ROVERS

A couple of coilers; a Disco 1 and a 100in hybrid 86
4 FEBRUARY 2019 www.classiclandrover.com
WWW.CLASSICLANDROVER.COM
CONTENTS
32
REGULARS
12 NEWS AND PRODUCTS 98

What’s new of interest to CLR magazine readers
19 BEHIND THE WHEEL 50 CENTRESPREAD

Sad news about a former CLR cover star Series II The IIA Lightweight in air portable form
21 EVENTS LIST 76 VINTAGE ESSENTIALS
The late May bank holiday is busy! Something old, classic and that you can’t be without
25 EVENTS AND RALLIES 98 LOOKING BACK
The last 70th anniversary event of the year in Sparkford An interesting snippet of Land Rover competition history

REAR VIEW MIRROR
Turning
Full Circle
There’s 60 years of evolution between these
two 4x4s but despite that there’s some remarkable
similarities in both size and capability
WORDS JOHN CARROLL PHOTOS GARRY STUART
I
t is generally accepted that ‘necessity the Willys Jeep these days but is a perfect American automakers sought to win the
is the mother of invention,’ which example of what that old truism is about; contract to produce the new vehicles and
is the reason the mass-produced, necessity had manifested itself in the form pushed the boundaries of extant automotive
lightweight 4x4 came to exist at all. Back of the fascist armies in Europe and the technology to make the new machine the
in the late thirties and early forties, armies imperialist Japanese army in the Paciic success it undoubtedly became.
around the world were mechanising in an region and, with them, a mechanised war. General George C Marshall noted in
unprecedented way. One of the machines The light, cross-country 4x4 didn’t exist the Report on the (US) Army July 1,
developed for mechanised allied armies but the Quartermaster Corps of the US Army 1939 – June 30, 1943 that ‘a marked
was the ‘Willys Model MB quarter-ton 4x4 was about to father it with the speciication improvement in cross-country mobility
government truck’. It’s better known as for this new type of machine. Several of tactical vehicles has resulted from the

‘And by the time the 1949 models were
in production the factory was turning them
out as fast as it could’
development of the all-wheel drive’. engineers found themselves in was such that from central Birmingham to protect it
By the mid-forties the war was won it required considerable ingenuity to design from the Luftwaffe’s blitz.
and the world was changed irrevocably. a new vehicle and get it into production; Nonetheless the Land Rover, as the new
Everything from shipbuilding to sex, certain materials were rationed, other Rover was tagged, became a great success.
medicine to motor vehicles, attitudes and components had to be made cheaply and The concept of civilian 4x4s quickly caught
methods of production had evolved. some existing components had to be adapted on around the world and most companies
Here, in almost bankrupt Britain, Rover’s to make a new and innovative vehicle. offered a 4x4 of some description. A couple
engineers took a long, hard look at the Even the location of the manufacturing of decades later, the SUV was invented.
Willys Jeep and set about developing a plant had its origins in the recent conflict; Early SUVs included the Ford Bronco
British version of it. The situation the British the Solihull plant had been built away and the Range Rover which were 4x4s

REAR VIEW MIRROR
Land Rover
Manufacturer: Rover Company
Model: Basic Home RHD
Year: 1949
Engine
Make: Rover
Displacement: 1,595cc
Type: Petrol
Cylinders: Four
Valves: IOE
Horsepower: 50bhp (37kw) Max torque,
lbs/ft (Nm) 80bhp (108) @ 2000 rpm
Cooling system: Liquid
Air cleaner: Oil bath
Transmission
Type: Manual system
Type: Part-time four-wheel drive system
Gear Selection: Forward (high-low),
neutral, reverse
Transfer box: Two-speed The 80in Land Rover was designed for agricultural use with 4x4, hinged tailgate and new style of bodywork.This
Front Differential (Engagement): is a 1949 model
Mechanically actuated, open differential
Rear Differential (Engagement):
Open differential
Brakes: Front/rear hydraulic drum
Park brake: Driveline mechanical drum,
hand operated
Axle: Live beam axle
Suspension, front: Leaf spring with
hydraulic shock absorbers
Metal interior is basic if not austere
Suspension, rear: Leaf spring with
hydraulic shock absorbers
Steering: Worm and nut
Tyres: Front: 6.00x16 (205R16 fitted
here); Rear: 6.00x16 (205R16 fitted
here)
Dimensions: Length: 132in (3,350mm);
Width: 61in (1,550mm); Height, overall:
73.5in (1,920mm)
Wheelbase: 80in (2,030mm)
Land Rover features 16in diameter steel wheels Steel chassis carries semi elliptic leaf springs and
Track front: 50in (1,270mm) and aluminium bodywork beam axle
Track rear: 50in (1,270mm)
Weight: 4,032lb (1,829kg) with considerable off-road ability and few Land Rover
Seating Capacity: Three creature comforts inside. The Rover company hadn’t exported many
Soon afterwards though things went cars before World War Two and this meant
Cargo Box somewhat awry; 4x4s became ever that in the ‘export or die’ years immediately
Material: Aluminium bigger and flabbier and correspondingly after the war, the company wasn’t eligible for
Tailgate: Hinged at bottom, removable less useful in real work situations. This as much of the rationed steel as it would have
Length: 38in (970mm) trend continued until another group liked. As a result, it had to find a temporary
of ingenious engineers somewhere, product to keep it in business until it could
Width: 56in (1,420mm) remembering that fences still have to be resume the production of its saloons.
mended and that livestock in wet, difficult Because of the temporary nature of this
to get to, winter fields still has to be fed, new product – a British, lightweight 4x4 –
turned their backs on the ostentatious it had to be produced as cheaply as possible.
SUV and went right back to the basics These factors and other constraints meant
that had inspired the 4x4s of the 1940s. that expensive tooling, for example, was
If quads are where motorcycles and out of the question. . Once again necessity
tractors are rolled into one then the ‘side would prove to be the mother of invention;
by side’ all-terrain pick-up (ATP) is where the team had to think imaginatively and the
quads and pick-up trucks are rolled into one result was a boxy-looking vehicle with an
phenomenally useful cross-country machine. aluminium body.
In one way they turn the clock right back It was based on a box chassis made up of
to the forties but in another are completely four pieces of steel welded together rather
21st century which brings us to the two than pressed steel channels. Power came
machines on these pages. from a proven Rover saloon engine of

John Deere
Manufacturer: John Deere
Model: Gator 850D XUV 4x4
Year: 2008
Engine make: Yanmar 3TNV70
Displacement: 854cc
Type: Diesel
Cylinders: Three
Valves: OHV
Horsepower: 24.6bhp (18.3kw)
Max torque: 36.9lbs/ft (50Nm) @ 2,400
rpm
Cooling system: Liquid
Air cleaner: Dry, replaceable single
element with remote intake
Transmission
Type: Continuously Variable Transmission
(CVT) System
Type: On-demand true four-wheel drive
Sixty years on, the ATV was designed for agricultural use with 4x4, hinged tailgate and new style of bodywork. system
This is a 2008 model John Deere Gear Selection: Forward (high-low),
neutral, reverse
Transaxle: Two-speed
Front Diff. (Engagement): Auto-locking
(on/off rocker switch)
Rear Diff. (Engagement): Positive locking,
mechanically actuated (hand-operated)
Brakes: Front/rear hydraulic disc
Park brake: Driveline mechanical disk,
hand operated
Plastic interior is basic if not austere Axle: Forged CV-shaft with double offset
joint
Suspension, front: Independent with
McPherson Strut
Suspension, rear: Independent with
coil-over shock
Steering: Rack and Pinion
Tyres: Front 25x10-12; Rear 25x11-12
Dimensions: Length 113in (2,870mm);
Steel chassis carries coil springs and Gator features 12in diameter steel wheels and Width 59.3in (1,506mm); Height overall
independent rear suspension plastic bodywork 74.375in (1,889mm)
Wheelbase: 79in (2,007mm)
1,595cc displacement and extant axles were Rover seen here was a then, recently Track front: 44.8in (1,137mm)
modified for the new application. restored 1949 example, described by its Track rear: 47.9in (1,216mm)
Development went into the transmission manufacturer as a, ‘Basic Home RHD’ model.
in order to provide four speeds, a two-speed From this and the post-war CJs - civilian Weight: 1,532lb (695kg)
transfer box and a transmission brake. The Jeeps - came a succession of civilian 4x4s, Seating Capacity: Two
machine had an 80in wheelbase (the same the SUV, the 4x4 pick-up and more. Cargo Box
as the Willys Jeep) and featured a load-bed They became wider, bigger and taller as the Material: Steel
with a bottom-hinged tailgate to make decades passed. Even the Defender 90 which
loading it easier. is the nearest thing to the simple, late-forties Tailgate: Hinged at bottom, removable
This new machine was unveiled to the Land Rovers has a wheelbase 13in longer Length: 41in (1,040mm)
public at the 1948 Amsterdam Motor Show than the 80in and is roughly 9in wider. Width: 48in (1,220mm)
and, to coin a cliché, the rest is history. The Defender is still popular with farmers
The 1948 model Land Rovers got the ball but because of its increased interior comfort
rolling and by the time the 1949 models and higher-tech engine and transmission
were in production the factory was turning is an expensive machine. Unlike some of
them out as fast as it could. Although the its rivals, it is still blessed with incredible
machine was developed with farmers in off-road ability and is less of an on/off-road
mind, the British Army was among the compromise than many.
first customers as the army needed to Equally, by no stretch of the imagination
replace its World War Two Jeeps. is it the basic, bare-bones machine that the
The ‘temporary’ 4x4 Land Rovers outlived original was. One reason for this is that it
the Rover saloon car and the 4x4s celebrated has more competition than ever before. At
their 60th anniversary in 2008. The Land one end of the market is the 4x4 pick-up, it

REAR VIEW MIRROR
‘These modern plastics can be

painted and provide improved scratch
and marring resistance’
Similarity of size of John Deere Gator and Land

Rover 80in is evident here
John Deere and this one - the VTN 370 - has proved
Sixty years after the first Land Rovers rolled itself in countless agricultural, construction
off the production line, another household and marine environments. A petrol version
name in machinery production, John of the XUV, the 620i, is also available.
Deere, made this, the Gator 850D. What Suspension technology has also progressed
is immediately apparent when it is parked and, in place of the Land Rover’s heavy
alongside the old Land Rover is how similar beam axles, is independent suspension.
the two machines are in size. A glance at This is facilitated by McPherson struts at
the spec sheets reveals that in terms of the front and coil springs at the rear. This
length, width, height and wheelbase they system provides 7in of suspension travel
are within inches of each other and even to absorb rough terrain while maintaining
the two load beds have a similar area. traction by keeping all the wheels in contact
Of course, with a further 60 years of with the ground at the same time.
automotive technology to go on there’s Modern materials, including engineered
also some major differences between the plastics, are used in the construction of the
two, notably in the engine, transmission, XUV which contributes to it having a lighter
suspension and safety features. The point weight than its forerunner so helps allow it
though is that the sizes chosen 60 years ago to use a smaller displacement engine.
must have been almost perfect for a farmer’s Modern plastics can be painted and
Both vehicles were considered innovative at the working 4x4 because John Deere’s engineers, provide improved scratch and marring
time of their introduction with the advantage of CAD machines, resistance. Similar materials are now used
could have opted for whatever they felt was in mainstream automotive applications too
is generally compromised as an off-roader optimum, yet they almost replicated the and if Land Rover’s engineers had been
by its length and poor departure angle but dimensions of the earliest mass-produced 4x4s. working on the design of the 80in in 2008
offers sufficient off-tarmac ability for many. Automotive technology has progressed rather than 1948, they would have been
The Land Rover Defender offers a ‘trendy’ massively since the late forties and more utilised in its construction.
estate car to many buyers with the cachet efficient engines are, of course, one area Another area where there have been
of being the best 4x4xfar but, in the dirt, is where much progress has been made in recent massive leaps of progress is in operator
undoubtedly still the off-roader that sets the years let alone six decades. As a result, it’s safety and, unlike the 1949 Land Rover, the
standard by which others are judged. Now, no surprise to find a smaller capacity engine Gator XUV has, as standard, an Occupant
though there’s a new range of competitors in the newer vehicle and there’s an 854cc Protection System (OPS). This comprises a
that have gone right back to the heart of the displacement, liquid cooled, three-cylinder, hydro-formed frame with a passenger-side
forties Land Rovers, namely the so-called Yanmar diesel engine between the chassis rails. hand-hold and three-point seat belts and is
‘side by side’ all-terrain pick-up. Yanmar is noted worldwide for its engines certified by august US safety bodies.

To be fair to the Brits in the forties, the Verdict
80in Land Rover has an interior grab handle Allowing for the advances in technology
for passengers. A difference that ought through six decades, there’s more
to be mentioned is that the Land Rover’s similarities in the design of these two
top speed in high range is approximately 4x4 workhorses than differences. This is
20mph higher than that of the John Deere something that endears me to the John
(which can be made road legal) so perhaps Deere Gator because it lives up to Land
gives the Land Rover the edge on the road Rover’s hard-earned reputation as king
but it’s also a probably a function of the of the hill, off-road and on the farm. It
times in which each was designed. also leaves me marvelling at the designers
In 1949 farms had far fewer machines of the Land Rover who had to rush their
than they do now, a Land Rover and a grey product to market to help the nation
Ferguson TE-20 would have made a farm recover from a devastating war while
state of the art whereas nowadays there are working against constraints, such as a
more, specialised machines so there’s not lack of tooling, that the John Deere guys
the need to use one 4x4 for as many tasks. probably didn’t.
Loads areas are of very similar sizes
Both vehicles possess considerable off-road ability

for access to fields such as this
It also confirms the theory we mentioned

Both ATV and 80in have bottom hinged tailgates to increase the vehicles’ suitability for agricultural use at the outset of this piece; there was a need
for a new 4x4 in the immediate post-war
years and the derived product was so
successful that it endures to this day, albeit
in a developed form.
More than that though, there’s still a
requirement to look after the livestock on
farms so the 80in 4x4 has been reinvented.
This begs the question of what would the
new generation of engineers and designers
at Land Rover come up with now if they
John Deere has a CVT transmission and an on- Land Rover has manual transmission and a part- were asked to design an 80in Land Rover
demand 4x4 system time 4x4 system for the 21st century? a
NEWS & VIEWS
Film star looks

This lovely 1954 86in Series One Since then it has covered a
Land Rover was used in the nominal mileage and though is
popular ITV series Heartbeat. said not to be concours, it does
It was sold new through F present very well.
Dinsdale Ltd, Stockton on Tees Finished in Bronze Green,
and bought by Land Rover with original type 600 x 16 Avon
Centre Huddersfield in 2002 from Traction Mileage tyres, original
Classic Vehicle Hire in York who specification seats, and two-litre
had loaned it to the television petrol engine, it features Smiths
company. heater, individual wipers, push
Bought by a client in America button start, Selectro Free Wheel
it underwent a full ground-up hubs and Hind trafficators and
restoration before returning to can be yours for £34,995.
Huddersfield in 2011. www.landrovercentre.com
www.firstfour.co.uk
Taking on the mini

challengers
Jan Hyman sent us these photographs of him and his
friend Jarda who decided to gatecrash a Mini event
in Sázava, in the Czech Republic in their Series Land
Rovers – Bernie, a SWB Series II and Jekyll, a Series One
with a 4.6-litre Rover V8 under the bonnet.
They even took them round the speedway circuit at
Divišov with Jarda doing two laps around the circuit
in the Series One. Jan said: “The roar of the engine
very nearly drowned out the cheers from the sidelines.
Despite all the deficiencies of suspension and the clutch
slipping in third and fourth gear, Jarda’s lap time of 59
seconds placed him mid-field, ahead of many New Mini
owners!”
12 FEBRUARY 2019
NEWS
NEWS
& VIEWS
& VIEWS
Land Rover Pet of the

Month
More applications to join this most exclusive motoring club.
To enter please send photographs of your pets and
classic Land Rovers, and a few words about both, to
[email protected]
Poppie
Louise Nicholson and her
Continents apart
Russ Furze enjoyed the article in October’s edition of CLR about
12-year-old cocker spaniel
Poppie have two loves in
their lives, one is for each
the Cornish 110 and said: “My Aussie 110 sends a wave to his other and the other for their
Cornish brother - rivet counters should not zoom in. 1987 Defender 90.They have
travelled and walked the
Peak District together sharing
wonderful times and special
memories.
Memories are Lola
made
Lola who is a three-month
old Kelpie/Huntaway cross
guards Russ Furze’s ex-army
of this
Retired Land Rover employee Dorothy
Perentie while he takes the
horse for a ride.
Peters was reunited with the Series

One she worked on 70 years ago as a
15-year-old – the 16th ever built.
Now aged 87, Solihull-born Dorothy
joined the service department at
the Lode Lane factory in 1946 and
in June this year, she went to Land Phoebe
Rover’s 70th celebration event in Solihull with a photograph album Gavin Dolman sent us this
of her time working at the plant. lovely photo of his beloved
Mike Bishop, Land Rover Classic’s Reborn engineering specialist dog Phoebe who died, aged
and heritage expert, spotted one of the photographs of Dorothy
12, at the beginning of
posing next to a car he now owns.
Mike said: “Over the course of Land Rover Fest I was fortunate December.
enough to talk to many enthusiasts and former employees. When He says that from being a pup
I was approached by a very charming lady with some pictures she loved Land Rovers and
of her time at Solihull, I had no idea we would share a special would be under his Series
connection to ‘number 16’. III for hours, taking pride of
“Her enthusiasm for the company and this vehicle in particular place in the front with him
was wonderful as was her surprise when she discovered I now whenever they went out in it.
owned the car. I knew instantly we needed to reunite them.”
Over the course of the following weeks the Land Rover team
at Solihull worked with Dorothy’s daughter to create a day full of
surprises, bringing her back to Solihull and back to the car she
posed next to in the treasured photo 70 years earlier. She was also
Forward planning
www.firstfour.co.uk
taken for a ride along the famous Jungle Track.

The results were captured in a heart-warming film to mark the
end of the company’s anniversary year which was given a special
screening at Dorothy’s retirement home. It may be 18 months away but make a note in your planner for the
Dorothy said: “I couldn’t believe the reaction to my pictures at the 2020 Norwegian Land Rover Club National Rally From Monday July
Festival in Solihull. I had no idea this one conversation would take 13 to Sunday July19.
me on a journey down memory lane and on the wonderful off-road Around 500 Land Rovers are expected at the Evjemoen Military
track at Solihull. Camp in the county of Agder, Southern Norway with participants
“The opportunity to travelling from across Europe. www.evje2020.nlrk.no/
share this day with
my daughter and
granddaughters was
a wonderful surprise Please send in your news and letters for inclusion on these
and to see how pages. It may be a new product you’re retailing for the first
different the factory time, a show you’re organising, a piece of research you’re
is today was very
aware of, a special Land Rover you own or know of - in fact
special. It all felt like
a dream and I won’t anything at all that you feel may be of interest to our readers.
ever forget it.” Please email [email protected]

NEWS & VIEWS
Camping
in comfort
Two months ago we featured
a couple of inflatable Vango
awnings – new for 2019 - so we
decided to test one of them, the
Rhone driveaway, and check just
how suitable it is for use with a
Series IIA camper conversion.
First of all, a problem. It
comes in an enormous bag and,
weighing in at 35kg, is far too
heavy for a weakling like me to
lift. A set of wheels on the bag
would make life much easier and
save a strained back. For regular
users I’d suggest a trailer would
be the best way to go as the
Rhone takes up a lot of room in
the back of the vehicle.
Once I’d recruited a bit of
muscle to lift it out of the back
of my Land Rover it didn’t take
too long before we had it fully inflates the beams more quickly.
inflated, pegged down and ready The pegs are steel and incredibly
to use. We’d installed the optional
driveaway kit onto the kador rail
strong with yellow heads so you
can see them in the dark and a
snazzy ‘Skyliner’ and ‘SkyTrack’
Binge on a box set
so could use the camper and Graeme Aldous of Teeafit Sound & Vision
leave the awning behind if we system allows you to customise specialises in capturing some of the most
needed to go out and about. the interior of the awning in a iconic Land Rovers and their stories on video,
The Rhone is made from number of different ways. At from the two 86in Station Wagons that left
Vango’s newly-launched soft- £1,275 the Rhone one of the most London for Singapore in 1955, and became the
touch Sentinel Signature fabric expensive awnings in Vango’s ‘First Overland’, to the most modern Defender
which means the temperature current range but, with care incarnation which celebrated 65 years of the
will remain comfortable all-year should last many years. ‘World’s Best 4x4xFar’.
round, while the fully sewn in We contacted Vango to ask He’s also made a video report of when Arthur
groundsheet keeps draughts at whether a wheeled bag was Goddard, the project engineer for the very first
bay. available for the Rhone and a Land-Rover idea, returned from Australia. Not
There’s an incredible amount member of the product team had only does it include a tour of the factory, and
of space for socialising and it’s a this to say: “For many, the solid many of the locations where the first Land
simple matter to hook up an inner base of the roller bag means Rovers were tested, but he debunks many of
sleeping compartment for when that it takes up more room than the myths that have grown up around the cars.
you need extra bedrooms. the current bag we use. As the Made out of melted-down Spitfires? ‘No’, says
I’ve used Vango inflatable majority of users don’t move the Arthur, and the paint wasn’t cockpit paint either.
awnings for some years now bag by itself very far the oversized And what happened to the ‘Oxford’ and ‘Cambridge’ cars after
and each new model is a vast bag is perfect as the awning can their epic overland journey to Singapore? After Overland learns the
improvement on the one before. be manipulated more for the truth about Cambridge from the last man known to have driven it,
This year the pumps have been space they may need it to fit in.” and traces the journey that Oxford took, from Ascension Island to a
made taller to ease back strain KR bramble bush on St Helena, and now back onto the roads of the UK.
and the double action means it www.vango.co.uk
To celebrate this British icon, the four DVDs (First Overland, Stop
Gap, Land Rover 65 and After Overland) are available as a box set
www.firstfour.co.uk
for £72 — a saving of almost 20%. Although as Graeme admits:

“There may not be an actual ‘box’ — I’ve yet to design one and get
Spring Adventure it made!” www.teeafit.co.uk
Land Rover Spring Adventure returns to the Driffield Showground at

Driffield, East Yorkshire on Saturday and Sunday May 25-26, 2019.
The Flatdog twist off ramp will be returning giving participants
the opportunity to show just how off-road ready their Land Rover’s
suspension is – any Land Rover or Range Rover can take part,
from Series One to Evoque, standard to modified. Abandoned
The clubs will take to the arena to parade their Land Rovers
and outside the arena there’ll be plenty of industry stands, an
autojumble area and for the kids, mini Land Rovers, inflatable
slides, rock climbing walls and extreme rides.
treasure
This poor old Series II/IIA
Day tickets cost £12 adults, £5 child (five-15), under fives free, in
was spotting languishing in
advance or camp over from £65 for a family pitch (plus booking fee)
a hill field near Macclesfield
visit www.landroverspringadventure.co.uk to book or contact Kelly at
Live Promotions Events ltd on 01775 768 661 or email by Randal MacRandal.
[email protected].

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The Showground, The Cliff, Matlock, Derbyshire. DE4 5EW
NEWS & VIEWS
Exmoor Trim to the rescue

Award-winning making a bespoke ‘stayfast’ hood.
broadcaster The high-tech cover was
and handmade by specialists in
adventurer Exmoor Trim’s hood department.
Ben Fogle, Ben’s Land Rover was then sent
who owns a Puma Defender 90 across to Exmoor Trim’s fitting
Land Rover, turned to Williton- centre where the technicians
based Exmoor Trim when he made numerous changes
wanted to make various changes including mounting a classic
to all manner of gear on his vehicle Evander Wood Rim steering
including the hood and even the wheel and new slimline boss kit.
steering wheel. The adventurer said he was
Exmoor Trim, which produces delighted with the changes: “My
seats, hoods, canvas seat covers thanks to Exmoor Trim for the
and hundreds of other accessories beautiful new canopy on my Land
for Land Rovers, worked with Ben on Rover… It looks amazing!” he said.
Tub reinforcement Engines of

I am currently carrying out a chassis up rebuild of a two-wheel drive
1958 88in Series One (one of only 655 produced).
When it came to rebuilding the tub it was a case of filling all the
holes in the rear panels where additional lights had been added
over the years then having a look at the underside. The three steel
many colours
Towards the end of the article in last month’s CLR about the RAF
crossmembers had reacted with the aluminium ‘top hat sections’, Series One there is a small paragraph referring to various colours
that they were once attached to, and the aluminium had all but of the engine. These were not particularly accurate and the
disappeared! I wanted to keep as much of the original vehicle as following is my understanding of the situation. Roger Crathorne will
possible so a new tub was out of the question. have some experience of that which I describe and this is a good
I bought three lengths of 1/2in square aluminium bar from a well opportunity to come to an agreement.
known auction site (about 100mm longer than the top hat section). The Ministry colour was a strong green, almost a grass green.
Having very carefully measured the position of the reinforcement The under bonnet prints of the RAF vehicle show an engine colour
fixings and transferred onto the bar, I drilled the corresponding very close to the specification. Right in the early days this was
holes in the bar and counter bored the underside of each hole to applied by the ministry and in some instances, this involved the
allow room for a pop rivet. whole of the under bonnet area being sprayed green.
The bars were then hammered into the top hat section. This After short time period the colour was applied by Rover and
is quite a tight fit and tapering the end of the bar ensured that it involved painting the cast-iron block and head only.
doesn’t catch on the way in. On all the other production engines the block was painted a light
Don’t tap them all the way home until you have all three rods in grey colour. On the car engines, the cylinder heads were aluminium
position as you need to align them with the reinforcement holes. and these were not painted.
This is important as trying to tap them back when they have gone There was a time where the Land Rover engine was left unpainted.
in too far is almost impossible (I’ve tried it!) This was the same time period where the vehicle only received a single
Next is to put pop rivets through the reinforcement and into coat of over spray paint. I am quite vague on this time period.
the bar before cutting off the The one area that I can be positive about concerns the blue/
surplus bar. green paint. This was the colour that the service recondition
When finished it’s difficult to engines were painted. Certainly nothing to do with production.
see that it’s not original and I This misconception was made 20 years ago and involved the
think it is probably stronger than colour of the first 20 or so pre-production vehicles engines which
when it left Solihull in 1958! were extensively reworked in the early fifties. Graham Nash.
Hope this helps a few fellow
restorers out there.
Roger Forty, Warwickshire
www.firstfour.co.uk
It’s got your name on it

We’ve all got them, dog-eared copies
On the pond
of Haynes workshop manuals covered
in oily fingerprints.
Well now you can personalise the
A new auction site for classic community, having founded cover of most of Haynes’ well-known
and enthusiast cars has been the Cars and Coffee event in manuals. £35 gets you a hardback
launched in the UK. Liverpool since 2015 which book on premium-grade paper
Norman’s Pond is a live, daily brings together thousands and the front cover can be entirely
auction site containing curated of supercar owners and car personalised with title, sub-title
cars that have been through enthusiasts every month. He is and your own picture as a gift or a
stringent vetting by a team joined in the venture by Andy special memento. Inside it contains
of automotive enthusiasts to Talbot, who has 25 years of Haynes’ renowned maintenance,
ensure that only the worthy experience in the marketplace diagnosis and repair information
cars make it onto the platform. along with Matthew Eaton, a and step-by-step guides for the car.
The site was founded by web specialist and devoted Mini Log onto www.cpiyourway.co.uk/
Norman Shum, a well-respected enthusiast. ustorehaynes/ for more details and to customise
figure in the UK motoring www.normanspond.com your manual.

BEHIND THE WHEEL
Call To Arms The owner was left to guess as to a

motive and just who may have stolen
the Land Rover. Selfishly, that left a
huge question mark hanging over the
security of my own Series II. Whatever
When a rare Series II was stolen recently, the our expectations, we can’t rely upon the
authorities to have the resources to carry
Land Rover community pulled together out any significant investigation and so,
in a non-maverick sense, that leaves the
WORDS MARTIN PORT ILLUSTRATION LOUISE LIMB process very much in our own hands.
Prevention of course is the first step: pedal
locks, steering locks, immobilisers - all
easily fitted to an old Land Rover, but
equally none will act as the ultimate
deterrent if someone is set upon
helping themselves.
We can of course fit a tracker;
the devices on offer are now
smaller, lighter and more robust
than ever, but for some, the
cost of the unit and ongoing
subscription can sometimes
be prohibitive, even if it is
a small amount against
the potential value of the
vehicle itself.
Do we therefore stop
driving them? Lock them
away and keep them
hidden from view?
Blur number plates on
pictures taken for the
family photo album?
Obviously not - that
would compromise the
absolute joy gained
from owning and
driving classic Land
Rovers. However, as
much as my heart
sank when I realised
that a friend’s Series II
had gone missing and
at the time of writing has
yet to resurface, there is
also an unexpected glimmer
M
y heart sank to the pit of my of joy to have resulted from such a
stomach when I picked up my despicable act.
phone and read the words: Put simply, the support from other
“Series II stolen”. For a split second I truly ‘To an owner, no owners, enthusiasts, traders and the wider
hoped that it was some sort of joke and public has been astonishing. Members
my finger hovered over the keypad as I Land Rover is ‘just’ of the Land Rover community in the
paused before replying to the text, just area are admitting to taking alternative
in case there was a punchline arriving another vehicle’ routes home and exploring lanes just on
from the sender. Unfortunately nothing the off-chance that they find it parked
else arrived. up in a remote lay-by. Area reps are
By now, you’ve probably read about that particular building the evening before taking it upon themselves to circulate
the Series II in question; the immediate - chillingly, it’s possible that someone had part numbers to club members in case
call to arms meant that, thanks to social been watching and waiting to pounce. components are being taken off and put
media and online forums, the news, and However, as much as the response from up for sale, and social media channels are
crucially an appeal for its return, spread fellow enthusiasts served to surprise and still being saturated by a constant sharing
like wildfire. To an owner, no Land Rover astonish (one tweet from a fellow owner of the facts. This is why I shall carry on
is ‘just’ another vehicle, but this ex-Classic resulted in more than 100,000 views), the driving my old Land Rover, and it is also
Land Rover cover star was arguably the sad fact is that the routes of investigation why I feel very positive that the missing
earliest, most original Series II in existence appeared stunted. Whether or not the Series II will be found. The owner has not
- a fact that had been well documented. crime scene had anything to offer in the given up hope and is determined that the
The act of stealing it appeared to have way of clues, I don’t know - the police perpetrators will not win. Let’s hope that
been targeted; several other early vehicles have priorities and no matter how much by the time you’re reading this, the Series
either side had been left alone, and the an old motor can get under your skin, II has been found and if so, it’ll be down
vehicle itself had only been moved into we’re not dealing with a life at threat. to all of you. Well done everyone. a
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
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Tel No./Fax: 01952 550391
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Events
Dates announced for this year
l
c
p
Land Rover Only Event
CLR coverage
Prizes
m
t
Motorsport
Camping
b Beer Tent i Points of interest
February
3
Stoneleigh Militaria
Military vehicle parts and militaria expo
The Exhibition Centre, Stoneleigh Park, Coventry,
Warwickshire, CV8 2LZ
07976 777117/[email protected]
www.militariashows.com
March
22-24
PC Classic Car & Restoration Show
NEC Birmingham
www.necrestorationshow.com
April
7
Newbury 4x4 & Vintage Spares Day
Newbury Showground, Chieveley, Berkshire, RG18 9QZ.
The biggest Land Rover Autojumble in Europe plus large
Vintage section, over 800 sellers.
£7.00 per adult. 10am – 2pm.
www.4x4sparesday.co.uk
May
23-27
11-12 Series III & 90-110 Owners Club
Gaydon LR Show National Rally
British Motor Museum, Banbury Road, Gaydon, Sibbertoft, Northamptonshire
Warwickshire,CV35 0BJ www.thelandroverclub.co.uk
10am-5pm (4pm Sun)
Adults £14, Children £9 lti
www.britishmotormuseum.co.uk
lptbi 23-27 June
ALRC National Rally
Anglian LRC and Chiltern Vale LRC 8
Barn Hill Farm, Nash Road, Whaddon,
Milton Keynes, MK17 0NQ Ripon 4x4 & Vintage Spares day
Ripon Racecourse, Boroughbridge Rd, Ripon, HG4 1UG.
www.alrc.co.uk
Land Rover & Vintage spares autojumble. Classic car
lmtbp show on June 9
£5 per adult. 9am-1.30pm.
25-26
Land Rover Legends 15-16
Bicester Heritage, Oxfordshire
www.landroverlegends.com Wartime in the Vale
Ashdown Farm, Badsey, Nr Evesham,
lpi Worcestershire, WR11 7EN
A family show with mix of military and vintage
civilian displays
25-26 07899 025091/[email protected]
Land Rover Spring Adventure www.ashdowncamp.com
Driffield Showground, Driffield, East Yorkshire
www.landroverspringadventure.co.uk 15-16
lptb Annual Vintage Vehicle, Steam Rally
and Craft Fair
25-27 Oswestry Showground (Just off the A5), SY11 4TB.
Gates open 10am. Camping
The Overlord Show 01978 762889/07545 092072/
Three days of military vehicles, living history [email protected]
accompanied by militaria and food traders. www.CVVMS.co.uk
In support of military and local charities.
www.overlordshow.co.uk
20-23
25-27 Land Rover Series 2 Club Rally
Yeatheridge Farm Caravan and Camping Park, East
Chipping Steam Fair Worlington, Crediton, Devon, EX17 4TN
Green Lane Showground, Chipping, Preston www.series2club.co.uk
Popular rally in the Forest of Bowland, Lancashire
www.chippingsteamfair.com lpt
28-30
LRSOC National Rally
Norfolk tba
(members event)
www.lrsoc.com
lpt
29-30
Billing Off-Road Show
Little Houghton, Northamptonshire, NN7 1AL
www.thebillingoffroadexperience.co.uk
bt
July
3-7
Opheers Mark X
Opheers (75km east of Brussels), Belgium
10th anniversary of this classic LR event
[email protected]
lpi
5-8
Les Series en Helvetia
The Swiss Series Meeting
www.series-helvetie.ch August
lpi 24
6-7 Ripon 4x4 & Vintage Spares day
Ripon Racecourse, Boroughbridge Rd, Ripon, HG4 1UG.
Annual Summer Gala and Historic Land Rover & Vintage spares autojumble. Classic car
show on August 25
Transport Weekend £5 per adult. 9am-1.30pm.
Evesham Vale Light Railway
The Valley, Twyford, Evesham,
Worcestershire, WR11 4DS
Cars, bikes, traction engines, tractors, commercial 24-26
vehicles and buses welcome Leafers at’Pit
Matthew Lambert 07867 804776/ New Venue!
[email protected] Apedale Valley Light Railway, Chesterton,
Newcastle-under-Lyme, Staffs.
14-15
www.facebook.com/groups/LeafersAtTPit MROC Major’s Memorial Trial
23-27 50th Anniversary Event
War and Peace Revival lpti Eastnor Castle, Eastnor, Ledbury HR8 1RN
Hop Farm Show Ground, Maidstone Road, Paddock
Wood, Kent, TN12 6PY
lptmi
Military vehicle and reenactment show.
www.warandpeacerevival.com
September 14-15
7-8 LRO Show
26-28 Patina National RTV Trial
Peterborough
Kelmarsh Land Rover Show YLROC lpbt

Kelmarsh, Northants Helmsley, North Yorks
http://kelmarshlandrovershow.com (date to be confirmed)
lptbi lptm October
6
Newbury 4x4 & Vintage Spares Day
Newbury Showground, Chieveley, Berkshire, RG18 9QZ.
The biggest Land Rover Autojumble in Europe plus large
Vintage section, over 800 sellers.
£7.00 per adult. 10am – 2pm.
27
Malvern 4x4 & Vintage Spares Day
Wye Halls, Three Counties Showground, Malvern,
Worcs, WR13 6NW
£6.50 per adult. 9am-1.30pm.
November
8-10
Lancaster Insurance
Classic Motorshow
NEC, Birmingham
www.necclassicmotorshow.com
To have your Land Rover event listed here

send details to [email protected]

The first
Defender
hearse
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WORDS AND PICTURES KEITH HARMAN EVENTS AND RALLIES
The first Land Rover off the production line,

Huey was built in 1948 and sold to a farmer.
Now restored, it was loaned to Haynes by
the British Motor Museum at Gaydon
A Fitting End
2018 has been a
momentous year for Land Also on loan from Gaydon, was this lovely
Rover – Keith Harman Series One ’86in built for royal ceremonial
duties, built in 1953, it shows
was at the Haynes Motor just 8500 miles on the clock
Museum for one final Entering the museum foyer, you couldn’t
really miss the Land Rovers
celebration
T
here can’t be many of our readers
who haven’t at one time thumbed The last production model of the classic
through a greasy copy of a Haynes Range Rover is one of 25 limited luxury
manual, failing to make neither head nor models, this is number 26 and was kept by
tail of a grainy black and white photo of Land Rover. It too was loaned from Gaydon
some complex mechanical matter.
But what you might not know is that the
worldwide sale of those manuals enabled the ‘We keep up a great
late John Haynes, the founder of the Haynes
organisation, to amass a sizeable collection
relationship with for the royal family for state occasions,
it features lots of bespoke refinements as
of classic vehicles. Now housed in a smart
facility just off the A303 in Somerset, as
other motor museums befitting its status. Both Series Ones, and
one of the last production classic Range
well as hosting regular breakfast meets on around the country’ Rover’s came courtesy of the British Motor
Sundays for local enthusiasts, the museum Museum at Gaydon.
often features special events throughout the converted at the Porton Down facility in Matt’s informal morning talk covered the
year. It rounded off 2018 with a celebration Wiltshire. The 110 was on loan from nearby origins and development of the marque
of Land Rover in the form of a temporary Bovington Tank Museum, and was one of accompanied by slides and interesting
display of important Land Rovers, coupled several ‘loaners’ on display. archive films, up to and including the
with a series of twice-daily talks by the Curator Matt said: “We keep up a great introductions of the Discovery and the
museum’s curator Matt Piper. relationship with other motor museums Range Rover, followed by more info on
Haynes has a large and impressive open around the country, which enable us to put the exhibits during the afternoon talk. All
plan-foyer, and on entering, it wasn’t hard on themed displays like this one, it works fascinating stuff, even if you already know
to miss the first of the ‘guest’ Land Rovers well for everyone.” your Land Rover history.
assembled, in the form of an ex-army 110 Also on display for a limited time at For details on opening hours, admission
Forward Control One-Ton. A veteran of the Haynes was ‘Huey’, the first pre-production prices, and future events, visit the
first Gulf War, it saw service in 1990-91 as Series One sold, and a ’53 Series One Royal Haynes motor Museum website at www.
a mobile communications unit, one of ten Ceremonial ‘State IV’. One of several built haynesmotormuseum.com a
SERIES III LIGHTWEIGHT
A Series IIA Lightweight with a civilian ‘factory’

registration number and a mechanical winch
The
Flying Machine
The Lightweight Land Rover was a variant of the
Series IIA and III built exclusively for military customers
I
t is widely known that one of Land were soldiers and, in civvy street the Series be very similar to the civilian Series IIA.
Rover’s best customers has been Her IIA was introduced. The army would also It was produced between 1961 and 1967,
Majesty’s government although it was become a customer for these but, in military in three basic specifications that varied
King George VI’s government that started parlance, the military SWB Series IIA was depending on contracts and which service
buying 80in Land Rovers very soon after called the Rover 8. Unlike previous military was to use them. For example, army vehicles
their advent. By the 1960s, there were Land Rovers it had been especially designed used the Rover 2,286cc petrol engine but the
British Army Land Rovers everywhere there for the military even though it appeared to Royal Navy and Royal Air Force also used

Headlights were moved to the wings in the late Series IIA
and Series III model Lightweights
WORDS JOHN CARROLL

PICTURES GARRY STUART
‘In military
parlance, the
military SWB
Series IIA was
called the Rover 8’ The Lightweight was designed to be underslung and
lifted by the Westland Wessex helicopter

Unlike the Westland Wessex, the Bristol

Belvedere could lift a standard Rover 8, the
military equivalent of the Series IIA 88in Land
Rover
The Lightweight was officially known as the

Military Half-Ton Land Rover
some diesel-engined vehicles. The GS model and aeroplane. Faced with this increasing
was 12-volt while the FFR was 24-volt. It was development of air transport within military
also available as a Station Wagon, Hard-top logistics, it became apparent that the British
and CL (Commercial Logistics) model. Army and the Royal Marines needed to make
As the Cold War continued through their Land Rovers air-portable. The limiting
the sixties, the restructured army placed factor of such at the time was the size and
increasing reliance on being able to move payloads of the aircraft then in service.
its men and machines, particularly those of Military versions of the civilian-type 88in
its Strategic Reserve, further afield by ship Land Rover were too heavy to be underslung

‘Narrower bodywork
made the vehicles
suitable for side-by-
side stowage’
Series Lightweight comprises a curious mix

of Series IIA and III interior and dashboard
components
A LHD Lightweight stripped of its bodywork in

preparation for being transported underslung a
helicopter
The Lightweight’s angular body panels bear
little resemblance to the civilian models of he
same era
Mike Woods owns this restored Series III

Lightweight
on the Westland Wessex helicopter, which and the narrower bodywork made the

could lift a 2,500lb (1,134 kg) load. The vehicles suitable for side-by-side stowage
Wessex was initially produced for the Royal in the Armstrong Whitworth AW66 Argosy
Navy (RN) which used the Wessex HAS.1 aeroplane. This, the last aircraft produced
on operational service from 1961. The by Armstrong Whitworth Aircraft, was
uprated HAS.3, was used from 1967 for a British post-war military transport/
anti-submarine warfare and RM Commando cargo aircraft. It had been developed in
transport missions. RAF operated Wessex response to the Air Ministry’s Operational
were often used on the battlefield as a utility Requirement 323 (OR323). This led to a
transport delivering supplies and equipment. specification issued in 1955 for a medium-
The Wessex could lift less than the RAF's range freight aircraft capable of lifting 12.5
Bristol Belvedere helicopters, but was more tons and with a range of 2,000 miles.
robust and required less maintenance and The newly developed Land Rover variant,
the Belvedere was retired at the end of the officially the Truck, Utility, General Service,
1960s. The Wessex is well known for its use 1/2 Ton, 4x4, Rover Mk 1, was distinctive
during the Falklands War. with its angular bodywork and even more
so when stripped of its doors, windscreen
Lightweight Land and upper bodywork. The first deliveries
To address this problem, another wholly were made to the military in December 1968
military version of the Land Rover that and most of the first batch of vehicles were
was lighter in weight was developed on the issued to the Royal Marines.
Series Lightweight comprises a curious mix existing 88in chassis. Its body comprised Although it was officially known as the
of Series IIA and III interior and dashboard demountable sections, so that, when stripped ‘Half-Ton’ Land Rover it soon became
components down, the still-drivable vehicle was within generally known as the ‘Lightweight’.
the payload of then in-service helicopters Ironically, in its built-up form, it was

Many Lightweights spent their entire service life

in built-up form
Standard 2286cc petrol engine
from 1969 onwards, the headlamps were

repositioned in the wings. The Series III
version of the Half-Ton military Land Rover,
or Lightweight, like Mike Woods’ restored
example seen here with a Westland Wessex,
entered production in April 1972. This was
Pioneer tools are carried on the upper portion roughly eight months after production
of the two-piece tailgate of civilian Series IIIs had begun because
the Solihull factory first had to complete
heavier than the vehicle it was derived outstanding orders for the Series IIA version.
from. New generations of helicopters Series III Half-Tons, officially Truck,
and transport aircraft soon made the Utility, General Service, 1/2 Ton, 4x4,
‘lightweight’ requirement redundant - the Rover Series 3, looked very much like the
Argosy was replaced by the Hercules from Series IIA models they replaced. However,
1970 onwards, for example. Nonetheless, changes included a key rather than push-
the British Army standardised the 2,286cc button start, Smiths heater, modified upper
petrol-engined Lightweight as its short bulkhead and windscreen hinges, the latest
wheelbase Land Rover. all-synchromesh gearbox and a larger,
The first generation Lightweights had 9.5in diameter, clutch plate. The 12-volt
the headlamps mounted in the grille panel models had an alternator in place of the
in a manner similar to regular Series IIA Axles are standard Land Rover units although earlier dynamo. All vehicles retained the
models. After relatively few had been made, the hubs were different to reduce width earlier style of instrument panel and did not

switch to the civilian Series III-type; column ‘In British use, there
switchgear was however the civilian Series
III-type. From 1980, the wing mirrors were were essentially
relocated on the doors, and rear fog guard
lights were added. four versions of the
In British use, there were essentially four
versions of the Lightweight; left and right
Lightweight’
hand drive and 12 and 24-volt versions.
Most vehicles were delivered as GS (12-volt)
or FFR (24-volt) soft tops, but some were
converted by the military into hard-tops
or Station Wagons, using modified civilian
panels. The use of the Lightweight as a Tailgate divides horizontally to allow the vehicle
standard British Army Land Rover meant to be stripped for air transport
that it served across the British Army and
RAF in General Service and specialist roles.
Lightweights were prepared for air transport, Series III
amphibious landings, weapons-carrying Lightweight Spec
roles as well as ceremonial duties and VPK
versions for service in Ulster. The final Make: Land Rover
models were built in 1984, and entered Model: Series III Lightweight
British military service early the following Year: 1976
year. They were still in service when the
Engine: Rover
Berlin Wall came down in November 1989
Engine type: In-line four-cylinder
and the epoch referred to as The Cold War
ended with the collapse of the Soviet Union Fuel type: Petrol
in 1991. a Series III versions feature this wing and
Displacement:
Transmission:
2,286cc
Manual four-speed, 4x4
headlamp arrangement Transfer Box: Two-speed, part-time
Brakes: Drum
Length: 144in
Width: 60in
Wheelbase: 88in
The shiny paint on this IIA Lightweight suggests

that it is finished in gloss Bronze Green paint

SERIES IIA LIGHTWEIGHT
Aidan has put years of painstaking graft into the refurbishment

of this early Lightweight
WORDS AND PICTURES LOUISE LIMB
Shine On (You Crazy Diamond)

Adding some personal touches, Cornwall-based Aidan has restored
this early Series IIA Lightweight to an exemplary standard
W
ith its gleaming bronze green
paintwork and stark, minimalist
elegance, what came to be
known as the Lightweight spoke of all that
was modern in the British Armed Forces
during the Cold War in the late 1960s.
However, this Half-Ton Land Rover served
much nearer home, in the Northern Irish
Troubles.
Aidan has restored an early example of
what in military circles was named a Truck,
General Service, ½ Ton 4x4, RHD, Rover 1.
With the military registration 42 FG 75 it
was one of 100 vehicles in contract number
WV7478. Shortly after acquiring the
vehicle in November 1993 Aidan discovered
through the Museum of Army Transport
that it had been brought into service in
January 1969 and went to Northern Ireland
with 19 Airportable Brigade Headquarters
and Signal Squadron between August 1,
1969 and June 29, 1976. It was likely used
as a ‘company runaround’ as it was a 12v
GS model with no evidence of equipment
installed. The Land Rover was disposed of
through Ruddington Ordnance and Supply
Depot in July 1977.
The Lightweight’s restoration, completed
in 2018, has taken Aidan many years of
snatched workshop sessions between long
hours of work as a refrigeration engineer,
initially in the West Midlands where he
hails from, and then in Cornwall where
he is now based. His decision to acquire
one and restore it as he has done followed
an equally long and winding path. The
influence of a father who had fulfilled a
small but vital role in World War Two and
Aidan’s interest in all things automotive
both played a part.
Aidan’s father, Granville Raymond
Thomas, known as Ray, was a very
well-respected trade pattern maker in
Wednesbury, a place located at the heart
of Britain’s engineering powerhouse of
the early twentieth century. As well as a
wider role wherever an exact model of
something has to be made first, pattern
making has always been a vital part of the
process of making engineering components
and castings. While now, 3D printing may
eventually render this extremely skilled
craft obsolete, the wooden patterns Ray
Aidan has sourced a second-hand watertight canvas tilt to help
retain character and soften the pristine restored look
made with exact accuracy would have lasted
through many castings and much tooling.
During the war, the West Midlands area
was a target for the Luftwaffe and it was
where Ray did his bit for the war effort. In
1940, his factory was commandeered by
the War Office, others were sent home and
Ray, who had come recommended for his
‘3D printing may

eventually render
this extremely skilled
craft obsolete’
‘He had developed an

interest in doing his own
rallying and acquired a
carpet rep’s written-off Ford
Escort MK2 ’
Thankfully the Lightweight came with the

correct two-piece tailgate which Aidan has
restored meticulously along with sourcing rear
bumperettes
In-car entertainment will soon be provided via a

Aidan’s pride in his father’s role in helping
radio stowed in the ammunition box beside the
to win World War Two eventually saw form
period bench seat.
in the painstaking attention he paid to
every detail in his ex-military Half-Ton.
Meanwhile, Aidan had been no stranger to
vehicle tinkering when he eventually took on
the Lightweight.
Growing up in Walsall on a diet of
competing in go-kart racing and watching
rallying, Aidan was already elbow-deep in
engine oil by the late 1970s.
In the late 1980s, he had developed an
interest in doing his own rallying and
pattern-making skills was locked in. Three acquired a carpet rep’s written off Ford Escort
months later, he had completed the work MK2 which he tweaked and raced with an
he was ordered to do; building an exact Alfa Romeo engine and switching dry land
model for one of the prototypes for what for sea, off-shore power-boat racing.
would become the De Havilland Mosquito. A possible move to rural Wales in the
The fighter bomber, known as the ‘Wooden early 1990s was prompted by the first of
Wonder’ for its timber construction, a series of redundancies. Shrinkage in
suffered delays at the Air Ministry but Britain’s manufacturing and other industries
was eventually produced at De Havilland’s in the 1980s had hit the Midlands hard.
factory at Salisbury Hall in Hertfordshire Aidan’s plans meant he would need a
in 1941. It was one of the world’s fastest four-wheel drive and he acquired his first
operational aircraft, fulfilling photo- Solihull motor, a Range Rover for daily
reconnaissance and fighter bomber roles. driving and his first Land Rover, a SWB

While Aidan has added personal touches, his Half- Ton, some 20 years after he first bought it completely refurbished the entire bulkhead,
Ton has been restored to include correct details in 1993, Lightweight racing had become foot wells and front panel, together with
such as sealed beam headlights and accurate the stuff of Land Rover myth. He ended up rebuilding the engine and sourcing a
military side and indicator lights restoring it meticulously and honouring his reconditioned gearbox and other mechanical
father’s achievement back in the 1940s. components. Axles cleaned and refurbished
Aidan made good initial progress at his along with the braking and steering systems,
lock-up in Walsall until he lost his workshop all the major work had been completed and
facilities in 1994. The project languished the parts were in place, covered with dust
until a further change in circumstances took sheets and ready for the next phase. A long
Aidan from the West Midlands to Cornwall. hiatus followed until Aidan’s garage was
Fresh air and better fortunes brought a ready around seven years ago.
property ripe for renovation and space to With the garage ready, work recommenced
build a good-sized garage in which he could to include fitting an overdrive, and every
finish the vehicle. While the Lightweight night from 2012 until it was complete,
had arrived mostly unscathed, only a set of Aidan worked on the remainder of the
rubber wheel arch spats and LWB wheels to Lightweight, choosing to repair panels
show it had been civilianised, the chassis rather than replace. He learned the difficult
was rotten along its length, some areas craft of welding aluminium and with one
completely corroded. Before the loss of his shot at cutting out the rot and stitching
workshop and the move to Cornwall in the wings, succeeded in restoring them as
2002, Aidan had managed to replace the perfectly as he could. Panel-beating saw to
chassis with a new galvanised one and had other dents but the floor in the rear tub had
its own challenges. Working singled-handed
and from underneath, Aidan lined up all the
original rivets and attached the floor with
new, correct, flat-topped ones using a dolly
and peening tool. With minute attention to
detail he ensuring the dome rivets on the
new doors (the only bodywork he replaced)
were in exactly the same place as those on
the original ones, using the originals as
templates. Each panel was prepared and
painted separately before reassembly. Aidan
estimates that he has replaced around 80
per cent of the bolts on the Land Rover
with marine-grade stainless steel for extra
durability. Additional personal touches
While the gearbox is reconditioned, the rebuilt

2,286cc petrol engine and the remainder of the All cappings are either galvanised restored or new
engine bay is also original, including the radiator and Aidan has sourced missing items such as the
rear bumperettes
The Lightweight has been restored spotlessly

from the axles up to include a stainless steel
exhaust and all brake lines
Series III soft top which he restored from

the bottom up. The move to Wales didn’t
happen but the Land Rover bug had bitten.
However, while the Range Rover had plenty
of grunt, the latter vehicle was rather more
sedate and Aidan liked his vehicles to be
sporty. He built a bob-tailed Range Rover
and after seeing Dakar vehicles, a 100in
hybrid racer followed, using a Range Rover
chassis.
Some competitors raced stripped down
Lightweights with much of their weight
taken off.
Aidan liked their tough appearance. They
looked nothing like ‘normal’ Series IIAs so
Aidan has restored the interior sympathetically,
he decided he would try and find one. By
keeping all original switches and plates, while all
the time Aidan was finally completing the instruments have been refurbished
painstaking restoration of his own Half-

‘The Lightweight
is a fitting nod to
both its past and
Aidan’s own story’
With the headlights set in the front panel,

earlier Series IIA Lightweights are easily
Most early Lightweights were issued to the Royal distinguished from later models
Marines and the Army with the RAF taking some
for airfield use or glider recovery. A tiny number
were supplied to the Royal Navy had a Series III steering column and wheel.
Aidan was happy with the more modern
steering column but wanted a Series IIA
steering wheel for visual accuracy.
Roy, a locally-based retired jet-engine
engineer, stepped in to solve the problem
of attaching a Series IIA 42-spline steering
wheel to a 38-spline Series III column.
The Lightweight as it first arrived in Walsall o Aidan’s eternal gratitude, he managed
in 1993 to make a spline adaptor by hand to enable
one to fit the other. With the dash panels
The end still a far-away goal, Aidan had refurbished and all the instruments sent
completely restored the bulkhead and the back to the manufacturer for cleaning
original fuel tanks and re-setting, along with many switches
replaced, Aidan was happy that he had a
balance of old and new.
With doors that shut firmly but almost
noiselessly and a degree of comfort with
soft upholstered seats, the Lightweight is
a fitting nod to both its past and Aidan’s
own story. He drives it wearing a satisfied
grin and with his dog, Boo Boo by his side.
a
included adding an extra toolbox to the
offside rear wheel arch as well as the
nearside one and Aidan plans to neatly
stow a radio in an ammunition box in the
rear. He has even polished and varnished
the entrenching tools, the spade an
interesting find from 1956. Aidan also has a
choice of roofs, as well as the tilt, he has a
crew cab canvas and a period hard-top with
factory-fitted windows that he is currently
restoring.
If the bodywork is now near perfect and
the engine bay equally ship-shape, it is
not surprising to hear that a detail such as This Series IIA Lightweight served in
the steering wheel was also given careful Northern Ireland with Headquarters 19
attention. When the Lightweight arrived it Infantry Brigade and the Royal Signals

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

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EX MOD SPARES,
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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
‘A high standard of work is

evident everywhere’
The
Leichtgewicht Andreas Brabeck drove his Land Rover
WORDS AND PICTURES JOHN CARROLL from Germany to the Kelmarsh show
U
nsurprisingly, nice Land Rovers as a British Army of the Rhine Land Rover. more synchromesh than the IIA unit and the
always turn up at the summer It is still on its original chassis but has had traditional-looking but modern Yokohama
shows that characterise the Land a replacement bulkhead and repaired panels Super Hajari tyres.
Rover enthusiasts’ calendar. Whether they that contribute to its beautiful straight As we dodged showers to get these photos,
are cherished originals, nice restorations appearance. This is enhanced by the high Andreas told me that this Lightweight is
or even the resto-mods, they are all to be quality paint job in a shade referred to as his daily driver in summer but that he
seen. The Lightweight Land Rover on these ‘Moss Green’. uses a 110 on other occasions. English
pages is a perfect example and arrived A look around the Land Rover, shows summer rain notwithstanding, Andreas
unannounced at Kelmarsh in 2017 to where that a high standard of work is evident drove his cherished Land Rover to and from
it had been driven from Germany by its everywhere from its varnished pioneer tool Kelmarsh where it was parked on the stand
owner Andreas Brabeck. shafts to its red towing pin on the front of the Lightweight Land Rover Club (www.
It is a 1971 Series IIA Left-hand drive bumper. A couple of neat touches are the lightweightlandroverclub.org) so all credit to
12-volt model so may well have started out Series III gearbox with the advantage of him for that.a
Interior is as neat as the exterior Everything fits as it should including all light
fittings
Owner Andreas Brabeck
This left-hand drive Lightweight Land Rover

has been beautifully rebuilt
This Lightweight is painted in Moss Green
Pioneer tools have had their wooden shafts

varnished

JOURNEYS
Jan Vangeel’s ex-Netherlands Armed Forces Series 3 Half-Ton 4x4 FFR

Lightweight makes an ideal off-road touring vehicle
‘Despite appearances,
the Lightweight was
largely original with most of
its Dutch military fittings’

Given a distinctive make-over, this
ex-Netherlands Armed Forces Lightweight
has become Jan Vangeel’s touring vehicle
Rocky
Mountain
Way
WORDS LOUISE LIMB
PICTURES LOUISE LIMB AND JAN VANGEEL
B
elgian Land Rover enthusiast Jan
Vangeel is a familiar sight at British
events with his very individually
styled, ex-Netherlands Armed Forces
Lightweight. Jan’s first Land Rover arrived
in 2015 after a lifetime of yearning. He had
learned to drive on a tractor and promised
himself one day that he would buy himself
an “old timer”.
Jan is currently restoring the Series III
Station Wagon and the protracted business
of undertaking an engine conversion had
rendered it immobile. He urgently needed a
Land Rover he could drive. An ex-military
Dutch Lightweight in Holland came to Jan’s
attention. It sported a quirky business logo
and contrasting ivory paint although the
cool black canvas tilt is Jan’s addition. It
certainly meant business with its chunky
eight-spoke wheels and as Janputs it
“brutal” 285/75 R16 tyres.
The Lightweight had been advertising
Ibicover, a Dutch company selling towels
and sun lounger covers and a civilian owner
prior to this had first painted it white, as old
pictures from an auction site revealed.
A late example and part of a contract
from December 1979, this Lightweight is, in
military nomenclature, a Series 3 Half-Ton
4x4 FFR. Although Jan has traced it back to
its first civilian owner, he has not been able
to trace its military history yet. He suspects
it may have served with the Dutch Marines
as it has evidence of holes in the bodywork
both for a radio installation and a mount
for a machine gun on the rear bulkhead.
Jan was pleased with his find. Despite
appearances, the Lightweight was largely
original with most of its Dutch military
fittings and in generally good condition.

JOURNEYS
Little military differences include alternative headlamp rims and white reflectors while a
previous owner has made a big difference, cutting the bumper down to facilitate more extreme
off-road articulation
Between the brown vinyl upholstery sits the

original first aid box and stowage for the NATO-
style detachable convoy light
Dutch military Lightweights were equipped with

a basic passenger door pocket
Lightweights Overseas passenger door and all lights were

changed to Dutch specification with the
The Netherlands version of the Half-Ton addition of reflectors on the body sides,
Air-Portable Land Rover was one of a combined side and indicator lights and a
number of Series III variants produced single blackout brake light.
for the overseas military market, with A transparent convoy cover was provided
the Netherlands, Saudi Arabia and Libya for the passenger side and the national
becoming the main foreign users. Series flag was placed next to the driver’s
IIA Lightweights were produced only for side headlight, while an ‘S’ painted on
the UK’s Armed Forces. the bonnet indicated that the vehicle
Foreign versions were assembled either was electrically suppressed to prevent
at Solihull to the same basic design as the interference from radios. The radio table
Jan Vangeel is a Belgian classic Land Rover British Series III Lightweight, shipped was much smaller and simpler than the
enthusiast with a fondness for England’s north aboard as CKD kits or in the case of the British one.
country Santana Militar, an oddly-styled variation Military registration indicated which
using Spanish parts which the Iranian part of the armed forces each Lightweight
However, it did have a hard-top and Jan company, Morrattab later copied, also using
had to fit a standard Series III one-piece belonged to, the first two letters, ‘KL’ and
some Spanish components. ‘KN’ through to ‘KZ’ on those belonging to
tailgate to return it to a soft-top set up.
It was the height of the Cold War and the Army and KM to the Dutch Marines.
He has since managed to find a correct
although the Netherlands took delivery of The latter also used their Lightweights to
Dutch military split tailgate but it requires
refurbishment. Later British Lightweights both petrol and diesel-powered 2,286cc carry an M40 A1 106mm recoilless rifle,
put their registration plates on the tub but engine vehicles from August 1976 onwards, which, with the roof removed, occupied
the Netherlands Armed Forces continued to the majority of their Armed Forces Half- much of the rear. This modification had
mount theirs on a hinged plate fixed to the Tons ran on diesel fuel. Likewise, there were been developed by Marshall of Cambridge,
lower part, in the same manner that earlier very few 12v GS models, most were 24v, of the military ambulance in around 1976.
British Series IIA Lightweights did. 60amp FFR versions and of course all were Denmark, another European user, like the
The chassis, out-riggers and rear LHD. Trials had begun in 1972 with the first Netherlands specified the 2,286cc diesel
crossmember were all sound with only contract in September 1972 and the only engine for their Half-Ton from 1979 in
the top vent panel requiring replacement. addition to the standard British sidelight and line with an emerging NATO common fuel
The latter problem is apparently very indicator arrangements, a Notek night- policy, though they had trialled a few with
common in Lightweights. All the correct driving convoy light atop each wing. the petrol 2,286cc in 1974. Among other
attachments were in place. Although the Other changes from the British model functions, they employed the Lightweight
front bumper has been cut down and has were gradually added including a battery as the platform for the American BGM-71A
lost its bumperettes, it retains the lifting eyes isolator and a NATO-style convoy light on TOW (Tube-launched Optically-tracked,
which Jan uses to assist occasionally with a rubber flap. This could be detached and Wire-guided) anti-tank system, first used
recovery. The 285/75 R16 tyres were too
stowed between the two front seats. Another in 1970 in Vietnam, to replace the M151s
big for Jan’s needs so he changed them for
sensible extra was a stowage pocket on the (MUTTs) they had been using.
235/74 R16 mud terrain tyres as he takes the
Lightweight off-road fairly frequently.

Under the bonnet, the 2,286cc diesel with a removable post-military seat squab.
engine is the original one and had been Likewise, the all-important data plates are
maintained by the Netherlands Army though present on the driver’s seat-box and metal
the radiator and starter motor required ‘diesel’ plates to remind squaddies to fill up
immediate replacement once Jan took with the correct fuel are outlined in red on
ownership of the vehicle. To keep the 24v both seat boxes.
electrical system going, the Half-Ton has a As part of the plan to take his Lightweight
large alternator. gradually back to a more faithful military
The vacuum system on the brakes employs presentation Jan has re-fitted the antenna
a butterfly valve on the air-intake in this for aesthetic accuracy though it currently
Dutch version, differing from the British has no function. He doesn’t plan to re- The Lightweight’s dash is easily recognisable
system. The Netherlands Army wanted install the radio system as it takes up space
to save on a vacuum pump but there is a
disadvantage. The Lightweight smoked a
and has no use when off-roading. In the
meantime a 24v to 12v converter has been
Tech specs
great deal when Jan acquired it and required fitted in the rear tub in order to hook the Model Series III Lightweight
a lot of adjustment to the butterfly valve to
reduce the troublesome black diesel clouds.
Lightweight up to a civilian trailer.a Airportable (Truck
Utility ½ T 4x4 LHD
He has also fitted a limited slip differential Rover Series 3)
sourced from a Belgian Army Series III for, Year 1979
as Jan puts it, “more of an edge off-road Engine type Rover four-cylinder
without compromising on originality.” And Fuel Diesel
off-roading is what Jan likes best, especially Displacement 2,286cc
routes in the Lake District such as the Old Power 62hp @ 4,000 rpm
Coach Road and those around Tilberthwaite. Torque 103 lbft @ 1,800 rpm
Inside, the Lightweight has retained all its Transmission Land Rover Series III
original military light switches and other Type Permanent four-
equipment and between the seats sits a first wheel drive
aid box and stowage for the detachable Gears Four forward
NATO-style convoy light on a rubber flap. one reverse
A previous civilian owner had decided
Transfer Box Two speed high and
to brighten up the interior and replaced
low range
the standard black seating with trendy
brown vinyl. Jan has plans to return this Suspension Leaf springs front and
to original specification and a much more rear
appropriate, tougher look. Brakes Drums front and rear
Thankfully, civilianising the interior did
not stretch to removing stickers and there Wheels Originally 16in Land
are Dutch information panels on the lid of Rover now 16in
the cubby box between the seats as well eight-spoke
Jan has re-fixed the non-functioning radio
as warnings dotted around the cab. The Tyres originally 600/16 now
antenna as part of the on-going cosmetic
central cubby box is currently covered refurbishment
235/74 R16 mud terrain
Wheelbase 88in
The Series III tailgate is a temporary fixture Length 144in
until Jan has refurbished his correct Dutch Width 80in
military two-piece one Height 77in
Weight 3,210lb minimum
unladen, (stripped, 2660lb)
‘Other changes from

the British model were
gradually added’

LIGHTWEIGHT
‘Instruction signs such

as the four-wheel drive
controls are in Dutch’
This vehicle was recommissioned and registered in 2012

Emrys Kirby gets
the lowdown
on the unique
Flying features of the

Dutch specification
Lightweight
Dutchman
WORDS EMRYS KIRBY PICTURES GARRY STUART

LIGHTWEIGHT
I
t’s a chilly autumn day on the Fylde
Coast as Steve Pickles pulls up near
the famous windmill on Lytham Green
in his recently acquired 1977 Lightweight.
The location is appropriate – Steve has run
Fylde LR Services for four decades and
his vehicle is one of those built especially
for the Netherlands Armed Forces. The
engine ticks over quietly and it’s hard to
believe that it’s actually a factory-fitted
2,286cc diesel under the bonnet. The engine
fitment was just one of a host of unique
features on these Dutch vehicles that Steve
was able to point out on this fantastically
preserved example.
Standard British Army Lightweights were
of course built with the petrol variant of
the engine. However, when the Dutch Army
were looking to replace their ageing Auto
Union Mungas and Jeeps in the early 1970s,
BRN 254R is an age-related number from
the specification for the new vehicle was
Preston
Looks like a standard Lightweight from the

side but it has many unique features
‘The gearbox is ‘like

silk’ with none of the
usual notchiness
in the synchro when
selecting first and
second gear’
quite exacting, including diesel engines,

a range of 600km and some area-specific
lighting regulations. Land Rover supplied
four diesel-powered trial vehicles to the
Dutch Army in 1972 and by1976 a deal
had been struck with Solihull for 2,000
Lightweights as well as significant orders
for standard and ambulance-bodied 109in
models.
The Land Rover was not the only vehicle
in the running at the trials – they tested a
range of different vehicles and the Toyota
Land Cruiser actually came out on top.
However, buying Japanese was politically
sensitive because Japan wasn’t importing
Dutch goods at the time. This was a difficult
time for Land Rover as well, so much so
that a government-backed rescue plan was
Note seven leaf front springs required in 1976.

Owner Steve Pickles runs Fylde LR Services
At only 8,000km, this vehicle is hardly run in
A large contract would have been with the twin tanks would have given a
welcome so no doubt a mutually beneficial better range than the petrol version.
deal was truck. The contract to supply According to Steve, the gearbox is ‘like
lasted from 1977 to 1982 and the vehicles silk’ with none of the usual notchiness in
would have seen a whole variety of roles the synchro when selecting first and second
in service from general service, fitted for gear. The springs are standard Lightweight
radio and even a gun ship. Most went to the parts with seven leaves on the front and
Royal Netherlands Army but a few went to rear and give a remarkably comfortable
the Dutch Royal Marines. ride. However, the axles are different –
After the initial surprise of the fact it’s a instead of the usual Lightweight half-shafts
diesel-powered Lightweight, you realise that with flat-faced drive flanges, these are
when in good condition, a 2,286cc diesel standard civilian specification types. It
A healthy bit of rivet counting on a Sunday engine isn’t unduly noisy, slow or smoky. has been reported that the Dutch actually
morning! The engine choice certainly made sense and specified lower-grade half-shafts leading

LIGHTWEIGHT
the usual canvas tilt, the Dutch vehicles

Trailer socket and NATO hitch with extra safety were fitted with a PVC hood made by KMA
hooks
BV in Wommels.
Internally, it is mostly standard though
there are a number of differences in the
instruments and switches including a
trafficator-type indicator switch and the
usual combined horn, dip and indicator
switch simply has horn and dip functions.
Notably, a large sign on the seatbox
reminds the driver that the vehicle is diesel
and the instruction signs such as the four-
wheel drive controls are in Dutch.
A rare sight – a 2,286cc diesel in a Lightweight The Dutch Lightweights stayed in service
until the early to mid 1990s before they
were replaced by the Mercedes 250 GD and
290 GD, commonly known as the Mercedes
G-Wagen.
However, a number of vehicles stayed in
service with UN contingents in Cyprus and
the former Yugoslavia. Most vehicles were
stockpiled and sold off from a disposal
Multi-way fuse box on dash site near Soesterburg and a number of
the vehicles found their way back to the
Under-bonnet storage box ‘One of the UK via military vehicle and Land Rover
specialists. It’s worth noting that one of
to breakages and then came a programme

most noticeable the four prototypes sent out to the initial
trials in 1972 has survived. Chassis number
to upgrade every vehicle with original differences between 0000000-3 was supplied in Bronze Green
specification parts. but was later painted red and saw service
The brakes are standard 10in drums but this and a British as a military fire tender. It has now been
the system was fitted with servo assistance restored and is owned by an enthusiast.
with the vacuum supplied by a cable Lightweight is the Steve’s vehicle had been partially stripped
operated butterfly in the intake manifold
and a vacuum reservoir tank. This is just
lighting’ down for long-term storage before the
previous owner recommissioned and
a variation on the brakes fitted to the registered it in 2012. It’s not been worked
contemporary 109in models apart although the side lamp and indicators are housed hard, has the patina of a vehicle that has
the long wheelbase models had 11in drums in a combined ‘lighthouse’ type assembly been well cared for and it’s only covered
with twin leading shoes on the front. Servo and there are convoy lights on the wing 8,000km so is a good reference for what
assistance became standard on both long tops. At the rear, there is a pair of Hella these vehicles would have looked, sounded
and short wheelbase Land Rovers in 1980. branded light clusters combining tail, brake and felt like in the 1970s. Steve says it’s
Externally, one of the most noticeable and indicators instead of the usual separate not stiff like a new restoration, it’s just had
differences between this and a British units with screw-in lenses. The mirrors enough use for the springs to be pliable and
Lightweight is the lighting. At the front, are also different with a much larger head for everything to be working together in
the headlamps have Series II-type bezels, mounted on the standard arm. Instead of harmony. a
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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SERIES ONE
‘A big attraction of the vehicle had been that

it had already been converted to diesel power’
Kev Mills muses over a time when

Series Ones were still adapted and altered
to suit their owners’ needs and tastes
Gold and Brown

WORDS KEV MILLS PICTURES GARRY STUART

SERIES ONE
Tan coloured vinyl dates from 963 ETC’s

‘update’, which included the brown repaint
old timers who said it was painted brown

and belonged to a local schoolteacher; but
alas, it had not been seen out and about for
Five bearing Turner Engineering 2,286cc diesel some time.
wears earlier two-litre manifolds It was a few years later and a mutual
friend introduced me to Jon Holmes. His
G
rowing up in Worthing, West A local estate with royal connections was father David was the schoolteacher in
Sussex I soon got to know most rumoured to have the first example, kept question, as I discovered when I walked into
of the old Land Rovers knocking exceedingly tidy and used only for ferrying their garage and did a double take at what I
about the place by sight. But there were beaters around in the shooting season. saw standing in the corner. The Series One
two mythical machines that for some time Twenty years on and I’ve still never seen was indeed brown, very brown, but was
eluded my friends and me; both were Series it. The other was discussed at length over in superb ‘used’ or ‘workaday’ condition.
One 107in station wagons. beers in dark town centre pubs by sage 963 ETC, a late model built in 1958, and

a member of the Holmes family since the A big attraction of the vehicle had been
early eighties. that it had already been converted to diesel
David had acquired the 107 chiefly to act power by swapping the original two-litre
as a tow vehicle, hauling his own sailing for a 2,286cc diesel unit. Within a few years
boat and those owned by friends. It had this secondhand engine was showing its
already been repainted from the original age, so it was off to Turner Engineering for
grey to a glorious seventies shade of a fully rebuilt unit.
brown - pretty close to Land Rover’s own The result is one of the best diesels I have
fabled Russet Brown. Inside, the original experienced. A quick and easy starter, very
door trims and seats had been recovered in responsive and capable of winding the
a creamy-brown vinyl. Very ‘of the time’, heavy old station wagon up to 65mph+.
but whoever had been responsible for With the overdrive engaged it is even fairly
this ‘updating’ had preserved the original quiet, but then these old wagons usually
material underneath. are. They have a solid quality that seemed
Front axle rebuilt by Jon’s father some years ago
‘With the overdrive

engaged it is even
fairly quiet, but then
these old wagons
usually are’
to disappear with later versions and there
is loads of room inside. This is particularly
noticeable in the second row, with oodles of
legroom on offer.
ETC was a constant in the Holmes family
life for many years, taking the children off
on adventures and various holidays. It went
to the big LRSOC 50th anniversary event in
1998, towing the 80in that Jon now owns,

SERIES ONE
and attended the 60th in 2008 as well as

Anglesey in 2018.
David has now passed on care of the
107in to Jon, who is of course no stranger
to Series Ones nor the pages of this
magazine. It has had a gradual programme
of ‘unplanned preservation’ – a few urgent
bits and bobs have been attended to, such
as a spot of welding here and there. It’s
had a couple of deep cleans in the past
few years to enable it to act as wedding
transport and long-term, a brand new
chassis waits in the wings. A respray and
Owner Jon Holmes has grown up with the 107in re-trim to the original colours has been
mooted in the past but hasn’t happened yet.
Personally, I hope it never does. With the
brown, the beige, the enormous replacement
rear lamps, the reflective number plates
and the diesel motor it is a snapshot of a
rapidly disappearing time when Series Ones
were still adapted and altered to suit their
owners’ needs and tastes. And I think it is
a
all the better for it.
All original under here, though the tired

chassis will soon be replaced with a new
Richards item

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PERENTIE
Project Part 2
Perentie
In part two of a comprehensive study by
Craig Watson, the Perentie Story continues
– developing the 6x6 Land Rover
WORDS AND PICTURES CRAIG WATSON
‘Only 14 military Land Rovers

were exported from Australia, all
of them 6x6 versions’

and Rover Australia was aware
L that the army was in the process of

evaluating its need to replace its road
fleet, thanks to the army staff requirement
for lightweight and light trucks being
released by the Department of Defence in
February 1981.
Of particular interest to Land Rover was
its current in-service fleet of lightweight
(one-tonne payload) vehicles, as well as an
anticipated need for a light cross-country
vehicle with two-tonne payload.
However, from a logistical and political
standpoint, the vehicles had to be assembled
in Australia, with as much local content
as possible. It was also necessary that
the vehicles be based on those currently
available to the civilian market, rather than
purpose-built military ‘prototypes’.
“A detailed market survey identified
a small but definite requirement for a
specialised cross- country vehicle with a
payload of around three tonnes, and a tray
area of around 7m-squared,” Ray Habgood,
chief project engineer, explained.
A number of options were examined,
including: reviving the British military 101
forward control; using the Spanish-built
Santana forward control; adopting one
of the available third-party British 6x6
conversions; marketing a specialised 4x4
vehicle of non-Land Rover origin; locally
developing a forward control version of
the up-coming Land Rover 110; or local
development of a 6x6 version of the 110.
“The results of this evaluation clearly
favoured locally developing a 6x6 version
of the Land Rover 110,” Habgood wrote.
This was largely decided on the
understanding of the military requirements,
such as they were at the time, which would
be the largest potential market.
However, as part of the evaluation
process, a Sandringham 6x6 was imported
by Land Rover Australia. It was a privately
developed conversion by Hotspur Cars and,
while recognised and approved by Land
Rover, is not a sanctioned conversion and
does not appear in company literature.
MAIN PIC: These 6x6 Perentie Long Range

Patrol Vehicles (LRPVs) have been deployed
with the SAS Regiment in Afghanistan, seen
here in 2009. Photo by LS Paul Berry.
© Commonwealth of Australia
RIGHT: The original Australian 6x6 prototype,
with cross-over rear leaf springs, was
thoroughly tested by JRA before the final
configuration was decided for the trials
vehicles. Photo courtesy Land Rover Australia

PERENTIE
A 6x6 Perentie Land Rover ambulance is

deployed at Timor-Leste, as part of Operation
Astute following East Timor’s independence in
2006. Photo by Navy Imagery Unit – East.
“It had been suggested that a six-wheel-

drive version of a Land Rover might be
one way to do it,” Habgood recalls “I went
over to the UK and we brought in one from
Sandringham to just have a look at.”
This vehicle was in fact the irst
Sandringham with coil-sprung suspension,
but still with the Series III cab.
“We found that the coil-sprung suspension
had a lot of body roll,” Habgood reported.
“That could have been developed out. We
had a look at whether we would use the coil
springs or leaf springs and decided that the
load-sharing leaf springs would be probably
the best way to do it.”
“We had a 109in Land Rover, which
we had converted to six-wheel-drive
ourselves. We did some comparisons
between the leaf-sprung Land Rover and
the Sandringham and the leaf-sprung Land
Rover gave the best results.”
The ingenious rear suspension set-up
features conventional leaf springs, with
a central, pivoting hanger, or cross-over
beam, that shares the load of the rear of the
vehicle between the two rear axles.
This is done by mounting the front of the
rear spring to the front of the hanger, and
the rear of the front spring to the rear of
the hanger, so they cross over. The added
advantage is that it brings the two axles
closer together, and reduces the overall
wheelbase, without adversely affecting the
off-road capability of the vehicle.
“We decided there were going to be so
many modiications to the chassis itself
that we wouldn’t use any of the Land
Rover chassis, so we built up a tubular
steel chassis that we could then hot-dip
galvanise,” Habgood explained.
The chassis, built of RHS tube for ease of
manufacture and cost, also featured a ’well’
down the centre, between the wheels, which
would be pivotal to the success of the vehicle.
Drive for the two rear axles was achieved
easily and very cost effectively. The heavy-
duty LT95 gearbox with integral transfer box
from the 101 forward control, and used in the
Range Rover, featured an output for the 101’s
power-drive trailer; which in effect gave six-
wheel-drive when the trailer was in use.
“It was, therefore, only logical to utilise
separate prop shafts from the transfer box
to drive the front, centre, and rear axles,”
Habgood detailed. The vehicle could then
be driven in permanent four-wheel-drive
for on-road and high-speed use, and in
six-wheel-drive for off-road or cross-
country applications.
While the Sandringham utilised standard
Rover rear axles, the Australian 6x6 used
two Salisbury hypoid bevel rear axles, with
increased track width (from 1,486mm to
1,660mm) and thicker axle tubes. The two
axles used common long and short half-
shafts, with the differential on the centre
axle being offset to the right and the diff on
the rear axle offset to the left.
The width of the chassis also

Bandiana Army Transport Museum
The Army Transport Museum at Bandiana, operations and the United Nations. There
near Wodonga on the Victoria-NSW border, are dozens of uniforms and weapons
is the largest and most diverse military from every period, as well as interesting
museum in Australia (with the possible personal histories.
exception of the National War Memorial It is well worth making the effort of
in Canberra). detouring off the freeway, if you are
Located at the Gaza Ridge Barracks in the area. However, the museum is
on the Murray Valley Highway, just off currently open only at restricted times,
the Hume Freeway, the museum has an so before you make the trip call them on
impressive array of wheeled and tracked +61 2 6055 2525 for more details.
vehicles, including a tremendous range of
Land Rovers. Among these is one of the
original Perentie trials 4x4 vehicles, LU3.
But there is much more to the museum
than vehicles. It is also home to large
collections of material illustrating the
history of more than a dozen Australian
Army units, including the chaplains, medical
corps, dental, ordinance, apprentices,
transport, nursing, catering, psychology and
the electrical and mechanical engineers. It
is also the official museum of the 2/23rd
Australian Infantry Battalion and the
Australian Women’s Army Service.
The collection has material dating back
to federation days and includes vehicles
from both world wars, many peacekeeping
LEFT: (Top) A Land Rover Perentie 110 6x6

chassis, showing the hot-dip galvanised RHS
tubular construction, the Isuzu turbo-diesel
engine and the location of the exhaust pipe to
reduce the risk of grass fires. Photo courtesy
Land Rover Australia; (Bottom) Another shot
of the chassis showing the central well, dual
tailshaft arrangement and the position of
the spare wheel. Photo courtesy Land Rover
Australia; ABOVE: This photo shows how the
rear springs are mounted on a cross-over pivot,
which shares the load over the two axles more
evenly, while shortening the overall wheelbase.
Photo courtesy Land Rover Australia

PERENTIE
accommodates the spare wheel, slung was released in the mid-1980s, before the BELOW: (Top) Civilian versions of the vehicles
underneath on a winch-down cable, as it supply to the army had commenced. tendered to the army had to be available, but
was desirable for the spare to not intrude However, had Land Rover not secured the once the army contract was signed civilian
into the load area. As this would normally army contract, the civilian version would versions of the 6x6 Land Rover were no
be the position of the fuel tank, twin tanks almost certainly not have been continued, longer sold. Only about 24 are believed to
were mounted under the seats. as Habgood revealed. “We didn’t actively have been made. Photo courtesy Land Rover
The front of the chassis, and therefore the pursue the sale of civilian 6x6 vehicles Australia; (Bottom) The Army Medical Corps
journal, Paulatim, described the Perentie
cab, remained the standard width and used once the Perentie contract had been
Land Rover 6x6 Ambulance as “the best field
a standard front axle. awarded and didn’t build any civilian wide-
ambulance in the world.” Photo from the
The six-wheel-drive civilian Land Rover cab 6x6 vehicles.” Perentie brochure.
It is not known exactly how many civilian
6x6 Land Rovers were built in Australia,
but Habgood feels it would have most likely
Tech Spec been two packs (24 vehicles) prior to the
awarding of the army contract.
Project Perentie 6x6

Make: Land Rover
The Australian Army’s detailed requirements
Model: Perentie 110 6x6 Cargo Soft Top for Project Perentie – named after Australia’s
Army Nomenclature: Truck, Cargo, largest monitor lizard, or goanna, for its
Light, Winch, MC2 cross-country adaptability, strength and
speed over rough terrain – were released at
Nationality: Australian
an industry brieing in July 1982.
Production Run: 1986-1992 In the last issue we detailed the 4x4
Perentie Land Rover, itted with the 3.9lt
Isuzu 4BD1 diesel engine, which won the
Engine: Isuzu contract for the lightweight category. In the
light category, only the Land Rover 110 6x6
Type: 4BD1T and the Mercedes-Benz Unimog U1300 were
Fuel: Turbo-Diesel selected for user and durability trials.
Displacement: 3.9lt To ensure the Land Rover 6x6 would be
competitive in terms of performance with
Power: 90kW (121bhp) @ 3,200rpm its rival, it was itted with the turbo version
Torque: 314Nm (232 ftlb) @2,200rpm
Transmission: Range Rover

Type: LT95A
‘The Australian
Gears: Four-speed Army has a
Transfer Box: Two-speed with inter- five-year plan
axle differential
to replace all its
Suspension: Front - Coil springs with
Land Rovers,
radius arms and Panhard rod. Rear - which began in
Semi-elliptic leaf springs with cross-over
equaliser link. mid-2013’
Brakes: Vacuum-assisted front disc
brakes and rear drums.
Wheels: 6F x 16in single-piece rims
Tyres: 7.50 R 16LT x 10-ply Dunlop-
Olympic Steeltrek 105
Crew/seats: Three + up to 12 troops
Dimensions (overall)
Length: 6,140mm (241.7in)
Width: 2,200mm (86.6in) plus mirrors
Height (unladen): 2,077mm (81.8in)
Wheelbase: 3,480mm (137.0in)
Weight: 3,660kg (2.60ton) unladen;
5,660kg (5.57ton) laden
Additional Notes
This is the basic unit, supplied in the
greatest numbers – 231. Other 6x6
variants weighed more and had other
features, depending on equipment carried
or purpose

BELOW: (Top) The prototype Heavy Duty Infantry of the Isuzu engine; the 4BD1T. Two of the hadn’t put enough emphasis onto it right
Patrol Vehicle (IPV) crew-cab utility undergoing main reasons for choosing the Isuzu engine from the start,” Habgood recalled. “We
testing. Only two were built under Project for the Land Rovers were that Isuzu was didn’t concentrate enough on it, and relied
Bushranger and supplied to aid agencies in already developing a turbo version, and the too much on UK producing the vehicle that
Malawi by the Australian Government Aid company’s agreement to develop engines we tendered. So, this time we were quite
Programme. Photo courtesy Land Rover speciically for Land Rover’s requirements. keen to put our best foot forward.”
Australia; (Bottom) 51 Air Defence – Rapier
Three of each vehicle were delivered to the
units were supplied. The Land Rover carried up
Army in September 1983, with Land Rover Wide Cabs
to eight Surface to Air Missiles (SAMs) and
towed the Rapier missile launch system. Photo
retaining one of each as a reference vehicle. Although the rear had been widened with
courtesy Land Rover Australia One of each vehicle was subjected to the new chassis, the vehicles in the trials
accelerated durability testing at the Army’s used the same, standard width, cab as the
Trials and Proving Wing, at Monegeetta, 4x4 with the standard length axles. This
near Lanceield north of Melbourne. proved quite satisfactory in the trials, but
The other two were subjected to a Habgood realised they could improve on
comprehensive series of user studies, the 6x6 vehicles further.
including hot dry trials at Woomera in “We knew that the army were trying to
South Australia, hot wet trials at Tully accommodate three people in the front in
in Queensland and cold weather trials at the cabin and that it really wasn’t very
Khancoban in the Snowy Mountains. They satisfactory to try and squeeze three people
also spent a fair bit of time with various into a Land Rover – you just can’t it
army units around Australia. them,” he admitted.
The trials lasted about a year, after which “So, we made up a spaceframe cab,
time tenders were called for the delivery which we were able to hot-dip galvanise.
of production volumes, commencing It used the doors, and both the A post
in May 1986, for a limited number of and the B post for the doors were Land
Initial Production Vehicles (IPVs) and full Rover components. It used the Land Rover
production to commence in May 1987. wing panels and a ibreglass bonnet and
A total of 2,500 one-tonne and 400 two- ibreglass grille panel and a lat glass
tonne vehicles were to be delivered over a windscreen. So, we were able to produce
three to four-year term. those quite cost effectively, using quite a
“Prior to (Perentie) we had tendered some few Land Rover components.”
trucks to the Australian Army, but we The cabin was widened by 200mm, with
weren’t successful with that because we a corresponding increase in the axle length
A 6x6 Perentie field ambulance takes part in a

vehicle parade at 1st Combat Service Support
Battalion, Darwin. Photo by LSIS Helen Frank.

PERENTIE
– the same increase as the rear track. The

increase was 70mm on the driver’s side and
‘One of the true modules. These were designed to replace
the cargo tray and it directly to the chassis,
130mm on the passenger side. “The Land
Rovers had a very, very small footwell area on
glamour vehicles of which gave the internal height for standing
in the centre, while reducing the overall
the passenger side,” Habgood continued. “That the range was the height and weight considerably.
then gave us accommodation to it three The construction of the modules was
full-size seats in the front, with a bit of a gap field ambulance’ sub-contracted out to Jakab Industries
between the centre seat and the driver’s seat.” in Tamworth, in northern New South
“We did that because the army needed it, Wales (NSW); a company that already
but it wasn’t at the army’s request. They a general maintenance or electronics repair built ambulance bodies for the NSW
were quite surprised, I think, when we put unit, or ambulance body, etc. They were ambulance service.
the inal tender in, after the trials, that we to be removable so they could be changed The modules are removable, but are low
would offer a wider version of the cab.” according to need. enough, and light enough, for the 6x6
If that wasn’t enough to secure the “They wanted to be able to stand up in vehicle to go into the load area of the
contract – which it almost certainly was – the back, so by the time you have a lat Hercules without being dismantled. Apart
the design of the rear of the vehicles would tray, which has to clear the rear wheels, from during maintenance, the modules have
not only make the Perentie 6x6 Land Rover and then put a shelter on top of that, with reportedly not needed to be removed from
a truly world-class vehicle, but would some clearance for the structure of the any of the vehicles in service.
allow variants not previously considered shelter, it was extremely high,” Habgood
during the initial trials. said. “You couldn’t it it in the Hercules, 6x6 variants
without dismantling the shelter. You had all Almost as soon as the Perentie Land
Shelters v Modules the extra weight, because you had the full Rovers entered service, different army
The army’s original plan had been for weight of the tray, plus the weight of the units recognised their enormous potential
Land Rover to supply a basic 6x6 cargo shelter and it really wasn’t very feasible.” and other variants were soon being looked
carrier with the lat aluminium tray onto Utilising the well between the main at. There would eventually be around
which could be itted a range of ‘shelters’. chassis rails, Habgood came up with a a dozen variants, taking on roles from
These shelters would accommodate either greatly improved concept, using ibreglass general cargo to full combat roles.

stand upright (unless you’re like Corporal
Dwyer who is 2.3m – 7ft 2in tall).” Tech Spec
Loading of the upper stretcher litters also
came in for praise. “A brilliant innovation…
seems to have solved the whole problem
Make: Land Rover
of loading and unloading. (Jakab) have
designed a loading assist tray, which slides Model: Perentie 110 6x6 LRPV
out and down from the top litter rails, so that Army Nomenclature: Truck, Long Range
the litter starts its load journey at shoulder Patrol, Light, FFR, Winch, MC2
height…This innovation means that most
casualties can be loaded by two people.” Nationality: Australian
In summary they said: “The vehicle Production Run: 1986-1992
is a vastly superior ambulance to any
in Australia, and perhaps the best ield
ambulance in the world.” Engine: Isuzu
Special Forces LRPV Type: 4BD1T
Prior to Project Perentie, the Special Air Fuel: Turbo-diesel
Service Regiment (SASR), Australia’s most Displacement: 3.9lt
elite ighting unit, had used Series IIA-based
4x4 Long Range Patrol Vehicles (LRPVs). Power: 90kW (121bhp) @ 3,200rpm
Having witnessed the capabilities of the Torque: 314Nm (232 ftlb) @2,200rpm
6x6 Perenties, they requested Land Rover
to provide a mock-up 6x6 LRPV, to their
speciications, for evaluation. Transmission: Range Rover
“They looked at the Unimog initially,
then they came back to us and asked what Type: LT95A
would we suggest?”, Habgood explained Gears: Four-speed
“So, we sketched up a Long Range Patrol Transfer Box: Two-speed with inter-
axle differential
LEFT: 6x6 Perentie Long Range Patrol
Vehicles (LRPVs) have been deployed
with the SAS Regiment in Afghanistan and Suspension: Front - Coil springs with
operated with distinction. Photographer radius arms and Panhard rod. Rear -
unknown. © Commonwealth of Australia.
Semi-elliptic leaf springs with cross-over
BELOW FROM TOP:LRPV front seat, cammo equaliser link.
cover often supplied; LRPV rear seat, often Brakes: Vacuum-assisted front disc
removed; LHD LRPV dash
brakes and rear drums.
Wheels: 6F x 16in single-piece rims
Tyres: 7.50 R 16LT x 10-ply Dunlop-
Olympic Steeltrek 105
Crew/seats: Three
Dimensions (overall)
Length: 6,020mm (237.0in)
Some of the more specialised variants Width: 2,085mm (82.1in) plus mirrors
included the tractor unit for the Rapier SAM
air defence system, the Parakeet satellite Height (unladen): 2,050mm (80.7in)
communications system, mobile radio Reducible height: 1,575mm (62.0in)
station, crew-cab utility, troop carrier and Wheelbase: 3,480mm (137.0in)
assault pioneer vehicle.
Weight: 4,230kg (4.16ton) unladen;
Ambulance 4,840kg (4.76ton) laden
One of the true glamour vehicles of the
range was the ield ambulance, of which
92 were built, with the irst delivered in
January 1989. Following two weeks of ield Vehicle based on their requirements. We
testing the ambulance received a glowing made a few modiications once they had
report in Paulatim, the oficial journal for a look at it. At one stage we had the fuel
the Royal Australian Army Medical Corps; tanks inside but then decided to put the
much of which is worth quoting. spare wheels in the sides, with the large
“State of the art technology, medical fuel tank underneath the loor. That
equipment, passengers, fuel, etc. give the basically then met their requirement of
vehicle an all-up weight of 5.6 tonnes… carrying three occupants, two in the front
Patient comfort is excellent due to the stability and one facing rearwards in the back.”
of the six-wheel design and the module One of the Cargo IPVs was stripped down
construction…The module is air conditioned and converted to LRPV speciication, using
and has superb lighting…The vehicle is a it to develop the inal vehicle. That vehicle
pleasure to drive, handling extremely well in was later used for other prototype mock-ups
all conditions encountered so far…” and has since been dismantled.
Of the interior height they said; “There is The LRPV uses a semi-stripped down body
enough room for the medical assistant to with a mounting for twin or single machine

PERENTIE
guns for the front passenger and a cannon or

heavy machine gun on a pedestal in the rear.
From Bandiana Museum - Unusually, there was a motorcycle mount
on the rear, and the vehicles were supplied
Factory Features with 250cc motorcycles – for individual
patrol duties.
The LRPV, of which 26 were built (plus
1 2 one V8 LHD and the development vehicle),
entered service in 1991 and became the
primary vehicle used by the SASR. It also has
a reasonably low proile, making it suitable
for use in a combat role with the SASR,
being deployed successfully in Afghanistan
and Iraq, among other overseas areas.
It is a highly capable vehicle, with the
ability to carry a considerable amount of
equipment, fuel and rations, making it ideal
for extended patrols in harsh conditions.
One of the LRPVs was damaged by an
Improvised Explosive Devise (IED) in
Afghanistan, sadly killing the driver. It
3 4 is now at the National War Memorial in
Canberra, on display in its damaged state.
Export Potential
JRA had high hopes of selling their Perentie
Land Rovers and other variants overseas. As
part of this export drive, the vehicles were
offered with the option of the Rover 3.5lt V8
engine, as well as in left-hand-drive.
One LRPV was built with the Rover 3.5lt
5 6
7 8
9
LRPV development vehicle
1. Cammo dash cover

‘A detailed market
2. Tow hitch
3. Reinforced windscreen surround
survey identified a
4. Switches
5. Spare wheel
small but definite
6. High-lift jacks are standard equipment on all requirement for a
army 4x4 and 6x6 vehicles
7. Steering wheel - this is the only left hand specialised cross
drive LRPV built
8. Rover V8 engine country vehicle’
9. Rear diffs.

V8 petrol engine and left-hand-drive, then speciications of the Singapore Defence
sent to the UK, along with a 6x6 Cargo and Force. However, a production order did not
a 6x6 Troop Carrier, for evaluation and to eventuate and no more were built. This
promote export sales. vehicle still exists and is still owned by
Also unusual for the time was the rear- Land Rover Australia.
mounted ASP 30mm cannon, a converted The three vehicles sent to the UK
aircraft weapon that had not been seen on eventually found their way into the
a vehicle previously. collection of the British Motor Heritage
While there had been high hopes of Museum at Gaydon (now the British Motor
exporting the Perentie Land Rovers, there Museum). The cargo and troop carrier were
was virtually no interest from the UK and sold off, despite technically still being
very little from any other market. owned by Land Rover Australia, but the
In the end, only 14 military Land Rovers LRPV was returned to Australia in 2003.
were exported from Australia, all of them In 2014 it was gifted by Land Rover Australia
6x6 versions. to the Army Transport Museum at Bandiana,
Eleven vehicles, known as logistics
vehicles, were sold to Oman. “It was a
cross between a Long Range Patrol Vehicle RIGHT FROM TOP: Testingthe suspension on a
and a tray top,” Habgood explained. “It Perentie 6x6 Ambulance at the Army Trials and
had a steel galvanised body on the back, Proving Wing at Monegeetta, near Melbourne.
that had a well in the centre, and it took Photo courtesy Land Rover Australia; All 6x6
12 troops in the back, facing inwards Perentie Land Rovers were fitted with the
with their feet in the well in the centre, in turbo version of the Isuzu 4BD1 diesel engine
which produced 121 Bhp and 232 ft/lbs torque.
a similar layout to a conventional Land
Museum. © Commonwealth of Australia; Inside
Rover soft top. They were all diesels.”
the ERV showing the work benches, vice, and
Two 6x6 heavy-duty crew cab utilities were shelving. Photo from the Perentie brochure.
supplied to aid agencies in Malawi through © Commonwealth of Australia.
the Australian Government Aid Programme,
and are believed to still be there. BELOW:SAS LRPV, Afghanistan 2005, with an
Finally, a single 6x6 Light Helicopter Apache attack helicopter about to undergo
Transportable Vehicle was built to the manoeuvres

PERENTIE
LEFT: Delivering the three 6x6 and three 4x4

Land Rovers to the army in September 1983.
Photo courtesy Land Rover Australia
Acknowledgements
The best source for information on
Perentie, and all Australian military
Land Rovers, is undoubtedly the website
www.remlr.com (Registry of Ex-Military
Land Rovers) from where much of the
information for the story has come.
Two other valuable sources were
the thesis by Ray Habgood, former
engineering manager at Land Rover
Australia, for the Society of Automotive
Engineers - Australia, titled: Australian
Development of the Land Rover One Ten
for the Civilian and Military Market and
northern Victoria, where it is on display – Disposals And Sales (DAS), to handle the Project Perentie - Phase 2.
complete with the V8 engine and the ASP sale of these vehicles. They have regular These were supplemented by a personal
mount in the rear (but not the weapon itself). auctions, organised through Gray’s online, interview with Ray Habgood.
in most Australian states.
Buying a Perentie Contact AFM through their website: Also the books: Combat Land Rovers
The Australian Army has a ive-year plan australianfrontlinemachinery.com.au or
to replace all its Land Rovers, which began
in mid-2013.
see www.graysonline.com a Portfolio No.1 by Bob Morrison and
Land Rover File - 65 Anniversary Edition
by Eric Dymock.
If you are interested in buying your own
BELOW: 6x6 Perentie Land Rover is loaded
ex-Army Perentie Land Rover – or for that aboard a Hercules heavy lift transport aircraft. Thanks are also due to Land Rover
matter a Unimog, Mac truck, motorbike or The Centre of Gravity (CoG) is identified on all
trailer – then the only place to go (apart from Australia for access to some of their
army vehicles to assist with safe loading. archives and to the Media Unit of the
buying one that is already privately owned) Note that the vehicle still has its fibreglass
is through Australian Frontline Machinery. Australian Department Of Defence.
module fitted – something that can’t be
That is the only company authorised achieved with its replacement. Photo by Cpl
History of Leyland, JRA and Rover
by the Department of Defence, through Jake Sims. © Commonwealth of Australia Australia also came from The BMC
Experience archives and newspaper
articles sourced through the National
Library of Australia, via trove.nla.gov.au
JANUARY
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SERIES IIA
WORDS KEV MILLS

PICTURES BECCA MILLS
Kev Mills thought he’d

been cured and was
happy to play with other
people’s Land Rovers
rather than his own. But
then, something happened
to change all that
Back In The
Game
Lighter blue paint highlights the repairs! Door
mirrors, on correct hinges, were a ‘town driving’
addition many years ago
‘The barn storage

I
t had not been a successful start to the tenuous connection there, too.
weekend. If it had gone to plan, my All these thoughts were dashed at a
chum Jon Holmes and I would have had given it a ridiculously early hour of an April Saturday,
been growling across Europe in his classic when our trusty steed’s alternator expired
Scania 143 en route to collect some prime pleasant rustic look’ on the M25. With hopes of finding a
examples of veteran Solihull machinery. I replacement the same day minimal we were
had planned a travelogue in homage to one the late-lamented Truck magazine. Phil was feeling pretty glum when we rocked up at
of my heroes, the late Phil Llewellin, who also a Land Rover bloke and in later years the Chalet Transport Café at Cowfold for
during the 1970s and 1980s penned the contributed an excellent monthly column some much-needed breakfast.
legendary Long Distance Diary features for to one of the magazines, so there was a Among the friends we had tapped up for

SERIES IIA
Mills junior is pleased with the return of OTA
Bar a few stickers, an alternator and an SU

carburettor, the Series IIA is largely unaltered
assistance was Paul Honeybun. Paul has the ideal candidate for a new keeper as he
a shared interest in Land Rovers/traction would make a first class job of any repairs,
engines/lorries and I’ve known him since I retain the considerable originality, use it as
was a teenager. Five or six years ago he had it should be used and give me first refusal
got me out of a hole by buying a Series IIA when the time came to move it on.
from me; this was OTA 999G, an 88in that On that sunny Saturday morning, that
for a long time had been my mother’s sole time had come and for an exceedingly
transport. gentlemanly fee. I would have been foolish
It was splendidly reliable and a faithful to say no: Jon left me in no doubt that he
family member but had rot in all the usual felt the same.
places. I’d moved away and could not really I should explain here that for two whole
do anything with it; I also didn’t really want years, since selling my 80in, I had been
to sell it to someone I didn’t know. Paul was Land Rover-free for the first time ever

and to be brutally honest had thoroughly Back in the usual role for one of my Land promising: “Well, it runs and has brakes!”
enjoyed it. However, circumstance has a Rovers – dog transport and carting stuff The rest of the day was spent sorting
habit of changing opinions and after a run around for the steam engines out straps, trailer, tow vehicle (we won’t
of expensive bills on my wife’s car (a very mention the make, but it’s the “other” kind
boring and very un-DIY-repairable estate) of Land Rover) and cash. At a pub near the
and various encounters through work docks we met the Ninety and Carl, the pilot
with various Land Rovers, I was almost (a real one) who had driven it over from
starting to get the bug again. On top of Guernsey. Soon loaded up, we headed for
this, my own car – a steadfastly-reliable the New Forest.
1958 Austin A35 – had very recently eaten I had not seen OTA since Paul did all the
its differential, leaving us as a one-car structural reconstruction to the chassis
household and shank’s pony as the usual and bulkhead and was pleased to see it
method of getting to work. So, not only looked little different to when my mum
would it be nice to have it back in the was driving it around. The barn storage had
family, old OTA would be helping me out. given it a pleasant rustic look and it stood
With the weekend suddenly looking better on 750 tyres than the 205s it used to
a bit brighter (for me at least) we made have. There was an alternator in place of
a plan. While we were supposed to be the dynamo and in pride of place on top
eurotrucking, Jon’s girlfriend Rachel was of the 2,286cc petrol donk (with a Turner
due to be taking a trailer down to Poole head, don’t yer know) an SU carburettor.
to meet an old Ninety coming in on the With an electronic kit in the distributor,
Channel Islands ferry. We decided to all Undergoing TLC in Paul Honeybun’s workshop; it idled sweetly and sounded better than I
go, and as Paul’s place is in the New new footwells, pillar and top corner remembered.
Forest, hopefully pick OTA up on the way Paul would have probably been happier
back. Could it be driven OK? Paul said it if I had trailered it away, but the legal
had hardly moved since the MoT in July, stuff was all in order and I reasoned that –
but he would dig it out of the barn and despite recent evidence to the contrary – I
have a look. A text a little while later was did fairly well in the miracle market with
old crates, so I decided to drive it. It was
now dark and beginning to rain; in fact it
‘For two whole
years, since selling
my 80in, I had been
Land Rover-free for
the first time ever’
Outside my mum and dad’s, 2006, with my old V8

Series IIA
Original 2,286cc engine gained a Turner head at

some stage, long ago. SU carb is more recent
was brewing to a monster of a thunderstorm

right across Hampshire and West Sussex.
The others needed food but I decided to
press on to my parents’ place and get some
sleep. It had been a while since I’d driven a
Series any proper distance but after a mile
or so I was ‘in the zone’. OTA had always
driven well and this was still the case as
we splashed along with the road ahead
illuminated by regular flashes of lightning.
Quite atmospheric!
That night I slept a thousand years, or so
it felt when I awoke, revitalised. My parents’
reaction when they opened the curtains
made the weekend, as did my little boy’s
Out in the open after a nine-month slumber, a when I got home, 165 miles and three-and-
few hours later it was back in Millsy ownership a-half hours later. Back in the game. a
VINTAGE ESSENTIALS
THE OLD WAYS

ARE OFTEN THE BEST
Richard Johnson makes use of a hessian sack to keep warm each winter
WORDS AND PICTURES RICHARD JOHNSON
W
inter is upon us, and from All the rage for 1960s winters. They still work
now until the vernal equinox
we drivers of old Land Rovers
face trying times, as reluctant Smiths or
Clayton heaters compete with icy draughts
from ill-fitting door seals, and that missing
grommet – the one you always intended to
replace last summer – sends a tornado of
misery up your trouser leg.
The series Land Rover cooling system is
a glorious triumph of over-engineering.
It was designed to cope in extremes of
temperature all around the planet – and
therein lies the problem. A system which
keeps an engine cool in the tropics, may
not be suitable in more temperate regions
– and vice-versa.
Of course you can fit different
thermostats to try to alleviate climatic
variations, but that would certainly
become a real pain. So, is there some way
in which we can try to stop the cooling
system being so efficient that the vehicle
never reaches its most efficient operating
temperature during winter, yet which is ‘Automatic extra airflow,” said the farmer
readily removable when temperatures rise?
Luckily for us, there is – a radiator muff.
You can of course, buy them, and
wonderful works of art some of them are. ‘That time was when
Some come with a marvellous array of
zips, or buckles controlling flaps – in this
the Land Rover
way you can moderate the blanking effect disease entered my
as the temperature changes – but would
you really want to be doing this all the soul’
time? No – not really, especially if you
knew that you could fit a self-adjusting
radiator muff which would cost less than know many of the local farmers and farm
a daily newspaper. Here is how to find workers and we also began to know every
and fit such a miracle of technology and individual vehicle they drove, but from
thriftiness – but first though, we must drift around two weeks before ‘tupping time,’
back in time, to an age of innocence and they all began to sport a hessian sack in grille, and leave it there until lambing time.
experience – the 1960s. front of the radiator grille. Thirdly, they control the flow of air
Back then I had one overwhelming I knew that the sacks were there to automatically – if it snows, the flakes
outdoor obsession – potholing. I read reduce airflow in cold weather, Why old stick to the hairy natural fibres of the
everything I could about the hobby, and hessian sacks though? Surely the modern hessian, reducing the flow of cold air. The
at 17 I joined a club and spent every plastic sacks would be even more efficient same effect takes place during freezing
weekend in the limestone areas of the at stopping the flow of cold air. weather – the ice builds up, reducing the
Yorkshire Dales. Of course, the vehicle of Puzzled, I broached the subject one night space between the fibres, and airflow is
choice for potholers – as for every farmer in the pub with one of the farmers who diminished.
at that time, was a 4x4 – predominantly explained the reasons: firstly, they’re free. Fourthly – and he did say this with a smile
Land Rovers, with the occasional Austin Farmers don’t like spending money if they – if you go fast enough that the radiator
Gipsy or Champ, and a fair number of don’t have to, and every farm has a few needs extra airflow to cool it, the sack flies
war-surplus Jeeps. That time was when the old sacks knocking about. back over the bonnet, and all is well.
Land Rover disease entered my soul, and Secondly, they are, in modern parlance, It may have been the drunken ramblings
now, some 52 years later, I know the cure ‘fit and forget’. At the start of November of an old farmer, a long time ago, but
is completely impossible! you take an old sack, tuck it under the every November I tuck an old sack under
Over the years we gradually came to bonnet, letting it drape down over the the bonnet, and it works for me! a
SERVICE
GUIDE
BEDFORDSHIRE DEVON WEST YORKSHIRE
Rogers of Bedford
Castle Mill, Goldington Road, Bedford, Bedfordshire MK41 0HY
Tel: 01234 348469 - Fax: 01234 272659
www.rogersofbedford.co.uk
LAND ROVER SALES, SERVICE,

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in Keighly, West Yorkshire
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Franchised Isuzu pick-up dealer & independent specialist in Land Rover vehicle sales • Land Rover Servicing & Repairs
Everyone at Rogers is an enthusiast of the Land Rover and Isuzu marque. We sell only products • Land Rover Parts
tested by ourselves in everyday operation, between us we have covered every continent and • All Models Covered
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 • Land Rover Breakers
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Buying a vehicle is, of course, only the start of what we hope will be a long relationship. We
service and repair all Isuzu and Land Rover products from 1948 to date, having full diagnostic
equipment for the latest products.
01535 661203
20 years’ experience in the service
YORKSHIRE
To advertise within the
SERVICE
GUIDE YOUR INDEPENDENT
please contact LAND ROVER SPECIALIST
MARCH ISSUE IN YORK
TOM LUNN On-Sale: 2nd January 2019

Black Paw 4x4 Limited:
Servicing, Repairs, Parts,
Diagnosis, Bush Training. Proper
01780 755131 Copy Deadline: 6th December

service with a smiile
Tel: 01430 861077

Web: www.blackpaw4x4.co.uk
Email: [email protected] 17F Holme Industrial Estate, Skiff Lane,

Holme on Spalding Moor, East Yorkshire , YO43 4BB

OUR LAND ROVERS
Bored by his laptop, John Carroll goes out

to use the Off-Rod for a couple of domestic jobs
WORDS AND PHOTOS JOHN CARROLL
Ifor Williams canopy is a 110 item

shortened to suit 100in’s dimensions A pick-up truck is a light-duty ‘truck’ with
a separate cab and an open cargo area with
low sides and a tailgate. It is believed to
have first been used by Studebaker in 1913
and, by the 1930s, pick-up had become the
standard term. In the USA, from those early
days both closed-cab and roadster pick-ups
were offered by Ford and others.
In Australia and New Zealand, the word
‘ute’, short for utility vehicle, is used to
describe pick-ups while, in South Africa,
the universally accepted term is ‘bakkie’,
from ‘bak’, which is Afrikaans for a bowl
or container because of the cargo area’s
similarity to that vessel. Originally merely
a working vehicle with few comforts or
accessories, from the 1950s onwards,
consumers began buying pick-ups for
GATHERING lifestyle reasons, a trend that continues with

both new vehicles and restored classic pick-
ups, something mirrored by the Land Rover.
The Off-Rod wasn’t built in a factory
WINTER FUEL but was recycled from other people’s junk

including a scrap ‘4x4 fun day’ 1997
P
ublishing deadlines were piling up
‘The Off-Rod wasn’t built in a factory but
and both barometer and the mercury
was recycled from other people’s junk’
were dropping but, when I woke up
one Saturday, I just wanted to do ‘stuff’
that would allow me to play with a Land
Rover. Earlier in the week, after a wholly
Series summer and autumn, I’d got the
100in coiler hybrid, aka the Off-Rod, out
of the shed and taxed it. This made it the
obvious choice to go and buy logs, collect
ladders and do a few other chores. When
all is said and done, a pick-up is one of the
most useful vehicles ever made.
A Marine Blue pick-up-tastic afternoon! Load bed easily carries a dozen bags of logs The Off-Rod pretending to be a fire engine
Discovery I and autojumble Series IIA/III

body panels.
As a result it is a ‘truck’ and short on
comfort and accessories. I think it looks
better without the Ifor Williams canopy
although it undoubtedly increases the
machine’s versatility. That said, the jobs I
had in mind for this particular Saturday
didn’t require it - a dozen bags of logs
could have been carried in an open
load bed. The ladders could have been
transported diagonally strapped to the top
of the tailgate and the bar of a roof rack.
Either way, despite the heavy rain
that arrived while I was up a ladder, I
had a great day, using my old truck to
get stuff done and divert my attentions
from computer keyboards and magazine
John Carroll ponders the intricacies of Land deadlines. If you’re reading this, it’s proof
Rover diesel engines that I did return to that keyboard.

OUR LAND ROVERS
Craig Allen spends some time getting his

Discovery ready for the road
WORDS AND PICTURES CRAIG ALLEN
Thankfully, replacement regulators and

motors are available on eBay and I know
a friendly vehicle electrician. The radio
is missing which I can live with and the
antenna is a bodged affair which I decided
adds character.
Parts remain cheap for these vehicles and
the Classic Range Rover underpinnings
are tough and largely bombproof. Later
Discoverys became ever more complex
beasts but these early models are relatively
simple to work on.
When it comes to the exterior it’s been
left as is. Discoverys don’t wear their
scars and faded paintwork as well as a
Series or Defender but I don’t want it too
shiny anyway.
A run out to the Pentland Hills confirmed
the engine was running sweetly and the
remaining jobs will be done on a rolling
basis as time and money allow. With a trip
to the Highlands planned, the Discovery is
READY FOR ACTION all ready for some adventures.
R
eaders will remember that I recently missing a rear bracket while the brakes
picked up a 200 Tdi Discovery as a would benefit from an overhaul. Nothing
winter hack and for use on some of too surprising really and the clutch and
my photographic projects. gears are all good.
The first task had been to clean out the The Achilles heel of these old Discoverys
interior which came up well and new is the bodywork and this one is no exception
covers helped tidy up the front seats. with rot in the rear nearside wheel arch and
It helped that hard-wearing and washable inner sill. Thankfully the panels are readily Rot in the rear wheel arches - a common
materials had been specified at the design available and most Land Rover specialists Disco problem but all fixable with a little
stage. This may have been an early are familiar with the work. welding
example of a ‘lifestyle’ vehicle but many At least the boot floor is still intact and
were destined for tough working lives. the rest could wait until the next MOT.
Next on the list was the engine - almost Now came the niggly bits such as
certainly the best part of this project. windows which are electric and work fine
That legendary Tdi lump was still running except the driver’s door which is annoying.
smoothly with 170k on the clock, not
excessive for one of these.
Knowing the Land Rover had been stood
awhile and with no service history I set
about changing the oil and filters. Service Michelin tyres on a set of nice original alloys,
kits are cheap for this engine and as they these are worn but still serviceable
are not too fussy, I used supermarket 10/40
semi-synthetic oil.
All the remaining fluids were checked
and topped-up as required.
Next on the agenda came tyres with a set
of Michelin Latitude 205/80 R16s fitted to
the original alloys. Although worn, they
are still legal. Ideally I would have gone for
all-terrains but this was beyond my budget.
A trip to the local garage ensured they were
at least at the correct pressures. Now came a
more detailed look at the running gear and
chassis which appeared to have survived
reasonably well - although inevitably there
is some wear in the suspension. The engine was treated to new oil and filters
The exhaust seemed sound although as there is no service history

JOURNEY
A
fter our Team CLR trip to Gatescarth
Pass in April 2017, we were all
of a mind that it would be good
to repeat the drive in better weather. Last
year was badly affected by a torrential
downpour, such that visibility on the ascent
was virtually non–existent. Another visit
was needed.
‘Although less than a mile in length,
Access to the pass is restricted, and a
permit from the Lake District National Park
this is a lovely little lane, and whets
Authority is needed. We managed to get the appetite for further adventure’
permission for the first Sunday in June,
but only for four vehicles. Hopeful that the
weather would be better this time, plans
were made, and the vehicles were readied
for the adventure. However, as sometimes
happens with elderly classic Land Rovers,
things did not go quite to plan.
James and Harry Hodgson had a clutch
problem with their 1957 88in Series One,
which meant that the gearbox had to be
removed and refitted in the last few days
before departure.
My 1958 Series One needed work to find
out why the clutch pedal was sticking down
– fortunately this proved to be nothing
more than a lack of lubrication to the
clutch relay shaft. It also needed a clutch
pedal adjustment bracket fitting to the front
outrigger, as the old one had disappeared – a
replacement was made and welded in place.
Mindful of the steep hairpin bends of
Gatescarth Pass, Mark Savage felt that it
would be an advantage to have decent
brakes on his 1956 88in. This was soon
achieved by adjustment of the brake
shoes. We tested brake efficiency with a
Tapley decellerometer both before and
after adjustment, and managed to obtain
significant improvements.
Tristan Johnson had sold his 1953 80in,
and needed to borrow a vehicle. Fortunately
my Series III was available, and, despite
having not been used for some time, was
given a quick service before being declared
fit for purpose – more of this later!
Rather than just drive up to the Lake
District for one day, we decided to make
use of the whole weekend by doing a few
lanes in the southern Lakes on the Saturday,
before attempting Gatescarth Pass on the
Gatescarth Pass
On the lower slopes of
Sunday. We had not managed to book

accommodation for the Saturday night,
but, with tents, sleeping bags, and cooking
equipment packed, we were convinced that
we would find somewhere to pass the night.
We set off early on the Saturday morning
to avoid traffic, and made good time
through the Yorkshire Dales. By noon we
were assembled in a lay-by at the side of
the A590 - the weather was set fair, and the
afternoon stretched before us. Emrys Kirby
had kindly provided us with map references
for a number of lanes, so after consulting
the Ordnance Survey map, we drove along
the A590, and then turned off to the right
on the B5278 towards the village of Bouth.

Safely down into Longsleddale
Richard Johnson and friends decide to tackle

Gatescarth Pass again – this time in dry weather
Lakeland
Lakes
WORDS RICHARD JOHNSON
PICTURES HARRY HODGSON
The lane is located at the eastern side of some long gone summer Sunday. sections in places. Eventually the lane
Old Hall Farm, and is very easy to find. It The fancy fades, and passing through a flattens and joins a section of Forestry
begins with an ascent through woodland, modern metal gate beside Colton church, we Commission road. It then veers off to the
and although quite steep, the ground is not found ourselves back on the tarmac roads. left and trends downwards. Once again
difficult at all. Emerging from the wood, Although less than a mile in length, this is a the way is easy enough, but there is one
we found ourselves on open fellside, with lovely little lane, and whets the appetite for section which could certainly be described
superb views and numerous sheep to admire further adventure. as challenging. Fortunately this is easily
our progress. A short halt was made here to As it was by now getting towards mid- bypassed – three of the party chose to do so,
take in the panoramic scene and to obtain a afternoon, we decided to have something though one more intrepid soul did take the
few photographs. to eat at the Grizedale Visitor Centre before direct route successfully.
The way ahead beckoned us onward over a tackling the last lane of the day. This is By now it was late in the afternoon, and
gentle summit, from whence the lane slowly UCR 5050, and begins directly opposite the we needed to find suitable accommodation
descends to reveal an absolute delight – an centre. The lane climbs upwards through for the night. Rather than look for a
ancient church heaves into view. It is easy to trees, so the view, at first, is limited. The campsite we decided to stay at a pub where
imagine some old farmer driving his wife to surface is stone, and is easy enough, good food, rooms and locally-brewed beer
Evensong in his new Series One Land Rover, although there are one or two more difficult were to be had. A pleasant evening was

JOURNEY
The camera doesn’t lie – these bends are tight and steep
‘We had less than 90

minutes to travel the
57 miles to the foot of
Gatescarth Pass’
spent discussing the events of the day, and

talking Land Rovers.
Sunday morning proved to be almost
too exciting! Tristan had been unhappy
with the brakes in the Series III, so before
breakfast we had to try to do something to
adjust them.. Fortunately, all the adjusters
on the backplates were free, and sufficient
improvement was obtained to judge the
vehicle safe to use. Reassured by this, we
took on board sufficient calories for the day
in the form of ‘Full English Breakfasts’ all
round. Disaster, however, was drawing nigh.
When Mark went out to stow his luggage
in OPY, he noticed an ominous black lagoon
under the front end of the vehicle. Diagnosis
of the problem was swift – the oil pressure
switch had fallen apart, depositing oil all
over the pub car park. Whatever had caused
the internal part of the switch to separate
from the main body was unclear. It may A stop for fuel during the long drive to the Lake District
have been loosened in some way on the
previous day, or it may have been poorly Mardale Head car park by 1pm, as that fit to be tested. Not without some trepidation
made, as so many ‘pattern parts’ seem to be. is the latest time that access is permitted it was re-attached, and the new oil was
Whatever the reason, Mark had certainly to Gatescarth Pass. Eventually the two poured into the engine. All seemed well
been lucky that the wretched thing had not wanderers returned. They had no luck in – even when the vehicle was started. The
failed him high on the hills. Now though, obtaining a new switch, but had got some game was on once more.
he had to find some way of solving the oil at least. Reluctant to be beaten, Mark Swiftly we got our little convoy on the
problem, or his day was in ruins. looked again at the broken oil pressure move. We had less than 90 minutes to
The nearest place where there was any switch. If only the two parts could be held travel the 57 miles to the foot of Gatescarth
possibility of finding a replacement switch together, then perhaps the leakage of oil Pass – not an easy task with old vehicles
was Millom, so Tristan and Mark were could be stopped, even if the switch itself and Sunday traffic. Despite this, we just
sent off in the Series III, while the rest of would not function. Careful persuasion with made it, and with 11 minutes to spare, we
us waited somewhat anxiously. We were a pair of waterpump pliers was attempted, pulled up at Mardale Head, where our permit
acutely aware that we needed to be at the and eventually the switch was judged to be was checked by the ever helpful voluntary

wardens who administer the permit process. technically, especially if you take care with paused to take in the views. Various groups
With paperwork in order, we were waved positioning, and make full use of the width of ramblers passed by while we were
onto the pass, and the adventure ahead. available. In 2017, on one of the bends I had stationary, and it was really encouraging to
At first the ascent seems fairly tame. The to stop, reverse slightly, and reposition the discover that many of them were happy to
way is along a stony track, which climbs vehicle, and my ambition for this ascent was see these old vehicles doing what they were
at a moderate angle towards a distant gate. to drive without needing to shunt. designed to do. Not all the ‘bobble hatted
From this low elevation it is hard to see the I had intended to fit my spare set of wheels brigade’ are as militant as some, especially
upper reaches of the track, but as the height with 600 x 16 Avon Traction Mileage tyres, when the drivers of 4x4s are courteous and
increases, it offers tantalising glimpses of as I thought that the narrower profile might approachable, and are in vehicles which are
the hairpin bends ahead. By the time the decrease the turning circle by a few inches so at home in wild places.
gate is reached, it becomes very clear that and make life more easy. Unfortunately After our break we began the descent
this is no place for inexperienced drivers – this cunning scheme had been frustrated into Longsleddale. The dry condition
or nervous passengers. at the last minute by the lack of a suitable seemed to render the way more difficult
After passing through the gate – opened crossply spare wheel, and I was using the than the soaking track of 2017. On many
by using an access number provided by the same 205/80 x 16 radials as the year before. bends great care was needed, as the rocks
wardens – we began to climb much more This proved to be the undoing of my fond and gravel beneath the tyres seemed
steeply, and soon came to the first of the dream, as on the same hairpin I was once rather unstable, and prone to disliking
hairpin bends. again forced to stop. I did try to claim that any sudden acceleration, or over eager
During the earlier outing over the pass, this was purely a precautionary halt, and application of the brakes.
I found that these bends, though rather that any slight backward movement was On one of the last hairpin bends, Tristan
daunting at first sight, are not too difficult just play in the transmission brake, but my fell victim to the treachery of the terrain,
cynical companions seemed inclined not to and found himself – and my Series III –
believe me! slipping steadily but inexorably towards
Adjusting the brakes on the Series III, early
Sunday morning
Eventually, we reached the summit, and the edge of the track! Perchance by luck
– perhaps by skill – he managed to halt his
progress towards oblivion, and a conference
By the gate on Gatescarth Pass was called on the best way to extricate
the Series III, as from the position in
which it had finally stopped, the bend was
impossible. The general consensus was that
muscle-power was the best option, and after
much heaving and grunting, the few extra
inches needed to make the bend feasible
were achieved.
A short break on the descent towards Colton After that bit of excitement everything
church went well, and all too soon we reached
surfaced roads once more. A great weekend,
with good company, old Land Rovers, and the
ever-present grandeur of the Lakeland fells –
what better way to spend two days? a
With the summit in sight the way becomes less severe

SPONSORED BY DOUBLE S EXHAUSTS LTD. TEL 01884 33454
DIFFICULTY RATING:
TECH AND
TOOLBOX TIME ALLOWED: 30 MINUTES
COST: £0.00
FUELLING SOLUTION FOR A SERIES ONE

blar blar blar
WORDS AND PICTURES
RICHARD JOHNSON
A HELPING HAND
Richard Johnson uses an old tilt and a bit of ingenuity to create
a solution to his refueling problems
P
eople frequently accuse me of never the lid originally, but this was long gone. straps. Alas, the hook was a very poor-
throwing things away. That’s not It’s simple to solve the problem with a looking thing, deformed, crudely made,
quite true – I can get rid of things, short elasticated ‘bungee’ cord, but they and certainly not going in my Land Rover.
but only after I’ve thought logically are hardly in keeping with a 60-year-old I looked again at the clip, and saw that
about potential future use. If something vehicle – I wanted something that looked it was just formed from bent wire and
may yield useful parts or materials I may authentic. However, I didn’t know what an realised that it would be a simple enough
keep the item even though the original original retaining strap would have looked job to make another clip from soft wire. A
usefulness is gone. As an example, I once like. Then, on the LRSOC forum, was a quick search soon produced results, and
scrapped a rotten canvas tilt, but carefully thread about the very strap, and someone an old piece of wire that was part of the
cut off buckles, straps and other fittings had posted a picture from the parts book. garden fence was pressed into service – 15
before consigning the residue to the tip. I As I looked at the drawing, I knew that minutes later I had a new clip. It was then
knew that the bits I’d saved would come in I’d seen something similar to the curved a case of attaching the canvas strapping
useful, one day. And so they did. metal hook before. The rest of the fitting to the hook. On this occasion I used glue,
My Series One has the petrol filler was just a canvas strap, which bolts to the but it would be more period-correct to
beneath the driver’s seat, and it always is a bulkhead behind the seats. The bits from have stitched the canvas in place. With a
bit awkward holding up the hinged metal the old tilt were quickly excavated from hole for a bolt punched into the strap it
flap on the seatbox with one hand while storage. Yes, there was an identical metal was fixed in place, and I had a much more
pumping fuel into the tank with the other. clip among them, plus plenty of canvas efficient method of refuelling.
In addition, if the weather is blustery,
you need a third hand to stop the door
from blowing around. I knew that there
‘I looked again at the clip, and saw that it
would have been a strap and hook to hold was just formed from bent wire’
www.stainlesssteelexhausts.co.uk
1. The hook from an old canvas top. Crudely 2. Found on a garden fence, this bent piece of 3. The wire is roughly straightened with a
made and rusty, it wasn’t going in my Land wire looks suitably aged hammer
Rover
4. The wire is then bent in half …… 5. Before being squeezed together in a vice 6. The nose of the bent wire is then formed into
a hook
7. The two ends are bent out to 90 degrees 8. Then carefully worked back to form a loop for 9. A piece of webbing from an old tilt is cut to
the canvas strap size
10. The hole to secure the new strap to the 11. The new hook is attached to the canvas – it 12. The new strap in place and doing its job.
bulkhead is punched in one end begins to look like a Land Rover part Refuelling will be much simpler now

DIFFICULTY RATING:
TECH AND
TOOLBOX TIME ALLOWED: 2 DAYS
COST: N/A
REPAIRING A 1961 SERIES IIA (PART 6)

CAS496blarwasblar
exhibited
blar on the trailer –
This is preferred by some event organisers
when vehicles are not yet roadworthy
ROLLING ALONG
Jim Willett starts to re-assemble the IIA for its first outing
WORDS AND PHOTOS JIM WILLETT
A
ny major rebuild will go through everything when stripped, then apply an only continues this theme, but also frees up
stages where progress is slow and underseal when the vehicle is complete. valuable space on the workshop floor.
completion seems a long way off. Underseal takes away the smart contrast Unfortunately, this fast-paced stage of
Fortunately, these are followed by stages of shiny fasteners on a black chassis, the rebuild was not forecast to continue:
where a modest amount of work makes desirable on a show vehicle, but is a sensible The rear body would require repair prior
a big change to the vehicle’s appearance, option where longevity takes priority over to fitting and there were a substantial
providing a useful boost to motivation. appearance on a working Land Rover. number of fiddly jobs to tackle before the
Assembling CAS 496’s rolling chassis The Richards-supplied chassis was remaining panels could be installed.
certainly fell into the latter category. accurately made to the correct 1961 The IIA rebuild still had a long way to
Previously, many hours of work had specification with the addition of a go, but that didn’t mean that it couldn’t
gone into overhauling parts, so this stage removable gearbox crossmember as John be booked in as an exhibit at the local
of re-assembly came on quickly, with had requested. The high quality of the vintage show in its present state. Unable
shiny parts being bolted on without too chassis and all of the holes having been to get to the show under its own steam,
much messing about. tapped and any excess zinc removed by neighbour Stuart Blackmore kindly offered
Parts can always be painted more Richards Chassis (01709 577477) meant to transport the 88in with his Ninety and
thoroughly when stripped down, but there is that fitting was straightforward. trailer. The IIA attracted plenty of interest
always a risk of damage when re-installing Fitting the axles begins the transformation at the show, with owner, John and family
them, so some prefer to apply paints and from a large pile of parts occupying the coming along to inspect progress.
anti-corrosion coatings after re-assembly. workshop to there being a Land Rover parked Next month, the rear body tub is repaired
I find that a good compromise is to paint inside. Fitting the driveline and bulkhead not and re-fitted as the rebuild continues

1. Don’t underestimate how much space a Land 2. Each end of the chassis needs to be lifted over 3. With rear springs bolted to the front pivots, the
Rover can occupy once stripped: prompt the tyres to allow the axles to be rolled into place rear shackles can be fitted but not tightened at
re-assembly will start to free-up space this stage
4. Next, the chassis is raised until the spring 5. The chassis is much more stable once the 6. All bolts through the spring and chassis bushes
centre-bolts locate in the axle’s spring pads and rear axle has been secured and the task can be must not be tightened until the vehicle has settled
the U-bolts can be fitted repeated on the front axle under its full weight…
7. …Tightening at this stage would distort the 8. Excess thread protruding from the U-bolts will 9. An assistant is beneficial when re-assembling a
bushes as weight is added, so this should be noted also require trimming: Left like this, damage could chassis, suitable jacks, stands and lifting gear are
as a job for later on occur off-road essential
10. Various components could be fitted next; in 11. …The two components can be installed 12. Glencoyne Engineering-supplied mounting
this case engine and gearbox to free up floor without splitting while the bulkhead is out of the rubbers require relieving to clear the chassis, but
space… way transmit less vibration than standard items

TECH AND
TOOLBOX
13. Engine and transmission assembly need to be 14. Folding engine crane had sufficient lifting 15. With the engine resting on the mounts, the
lifted evenly to lower into chassis. Chain supports capacity, but front wheel had to be removed for crane is removed before tightening the securing
weight and ratchet strap adjusts level reach nuts
16. Now positioned correctly in the chassis, 17. Propeller shafts to be checked, greased and 18. All joints were in good condition, but new
engine, gearbox, transfer box and overdrive oils fitted with gaiters to protect the sliding joints grease nipples were required to allow lubrication.
can be replaced and filled to the correct level before re-fitting Dust caps will be fitted once greased
19. The sliding joint must be separated to fit the 20. After fitting the prop shafts, attention turned 21. The offside footwell to chassis bracket was
gaiter, then re-aligned correctly to keep universal to installing the bulkhead. Minor adjustment was loosely fitted to support the bulkhead when
joints in phase required to align the outrigger bolts positioned on the nearside outrigger bolt
22. A bottle jack is used to set the height of the 23. …A small ratchet strap pulls a bolt inserted 24. The mating faces and fixing bolts for the
offside door pillar, this needed pulling inwards to through the bulkhead foot towards the chassis rail nearside footwell support are given a liberal
align the bolt holes… until the outrigger bolt is aligned coating of copper grease prior to installation

25. A tapered bar is used to align bolt holes. Bolts 26. Original bolts are of a high quality, have 27. Track rod end ball joints were not worn, but
won’t be tightened until the back body has been authentic head markings and generally clean up were stripped to clean, grease threads and replace
installed to compare alignment well rubber boots
28. White Pro-Comp dampers were retained, but 29. Chassis plate had previously been re-located to 30. Stainless versions of original pan head screws
were cleaned, grey primed then painted black for mount a fire extinguisher, but was moved back to used to replace modern Pozidriv versions which
a more authentic appearance the correct location on the bulkhead had been securing the chassis plate
31. Original blanking plates refurbished and 32. There is much left to do, but the rolling chassis 33. Owner John kindly allowed the rolling chassis
riveted over apertures for left hand drive pedals. A can now be pushed around the workshop to allow to be exhibited at our local Speech House Vintage
bead of silicone seals the joint access to all areas show…
34. …Securely strapped onto the Ifor Williams 35. Project Land Rovers always generate interest 36. Showing a stripped vehicle allows all work to
trailer, the IIA is sheeted over to keep it clean on and visitors look forward to seeing the completed be closely inspected: Any imperfections are sure to
the journey to the show vehicle at a future show attract comments!

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JOURNEY
CWGC cemetery at St-Manvieu The Series III RHD Lightweight in the Normandy sunshine
The German cemetery at Orglandes

CLR travelled to Normandy in the magazine’s project
Lightweight for the 74th anniversary of the D-Day landings
The Longest Day

WORDS JOHN CARROLL PICTURES IAN CLEGG
O
ne thing is for sure and that is as well as at commemorative events and of the joys of visiting Normandy, there’s
the fact that the military vehicle carnival-type celebrations in towns that always something else to see and do. Our
enthusiasts’ movement has come a marked their liberation from occupation. mad dash to Normandy started with the
very long way from its low-key beginnings With the five landing beaches stretching drive from Yorkshire to the overnight ferry
in the 1970s. Back then, organisations like along more than 70 miles of coastline - from Portsmouth to Ouistreham. Then, once
the Military Vehicle Conservation Group from the Cotentin Peninsula to the Caen we’d disembarked in Cherbourg early on a
(MVCG) ran small tours to Normandy to Canal - and the fighting raging deep inland, Tuesday morning in the pouring rain, we
mark anniversaries of D-Day. Now, every there are a lot of towns, monuments, had three days to see as much as possible so
year, groups of military vehicle owners museums and events to visit. we moved largely from east to west through
make their way to Normandy for the days This also means that, on any one trip, the landing zones.
around June 6, the date of the landings it is impossible to visit everything. That For reasons of geography we went to the
in 1944. Last year was no exception, even might seem like a negative but it’s also one German cemetery at Orglande first. On this wet
though it was the 74th rather than the 75th morning, the stark chapel and the headstones,
anniversary of D-Day.
We saw military vehicles with number
‘On any one trip, it many double-sided with up to three names on
each side of the stone, were all in shades of
plates from all over Europe and the roads
were awash with military vehicles. The same
is impossible to visit grey with only the neatly mown green grass
and some sodden French, German and EU
was true at every monument and museum everything’ flags to offer contrasting colours.

JOURNEY
‘The task of
capturing the beach
codenamed Juno
was given to the 3rd
Canadian Infantry
Division’
These exits off the beach were defended on D-Day
The tragedy of war is here in the form

of 7,358 Germans killed in the fighting in
Normandy and more interred following
fighting elsewhere, bringing the total
number of graves here to 10,150. As in
any war cemetery, many of the unnamed
headstones refer to ‘Ein Unbekanter
Deutscher Soldat’ - an unknown German A Centaur tank memorial at Sword beach in
soldier. It was a sombre start to the trip. Hermanville
We headed over the Fiere bridge that
crosses the Merderet River where, in 1944,
Americans of the 82nd Airborne Division Tilly sur Seulles CWGC cemetery
fought tenaciously, and at great cost, to
hold the crossing and two Medals of Honor of four bunkers that comprise a battery.
were won in this immediate vicinity. Back on the coast road along Utah Beach
Ste-Mère-Église came next on our in the rain, we stopped at the place where
itinerary and was another place where the General Leclerc landed which is marked
American paratroopers wrote history - with armoured vehicles and monuments.
including Private John Marvin Steele Still further along the coast road is the Utah
(1912-1969) who landed on the church roof Beach Museum and associated memorials so
in Ste-Mère-Église, and ended up suspended we joined the throng of visitors. After this, A Churchill AVRE stands at Sword Beach in
from the steeple by his parachute. He was we withdrew to the warmth and dryness Lion sur Mere
lucky to survive in this, the first village in of a Bayeux motel in search of wi-fi
Normandy liberated by the US Army, and a and showers. crowds and numerous requests for photos.
his exploit is still marked with a mannequin The next day was June 6, so we went to Time has withered them but today they
in US uniform hanging from the church by the ceremonies in Arromanches, this was were hailed as heroes once again.
a parachute. Gold Beach in June 1944 and captured by I make no excuses for feeling honoured
Ste-Mère-Église was near the western the British ahead of the construction of to have spoken with SSgt Don Hall of the
end of the whole beach landing zone and the Mulberry Harbour. This was crucial to Royal Artillery. His involvement with the
so is not far from Utah beach which is the success of the invasion because of the French coast involved being evacuated from
where we headed next. Batteries on the amount of supplies it could handle landing Dunkirk in 1940 and landing on Juno Beach
hills immediately inland from the beach are from ships. on June 6, 1944. On his jacket were British
numerous and several are open to visitors In years past, British veterans, jackets medals including a France and Germany
including the Les Canons de Saint Marcouf full of medals, crowded the streets of Star but also The Legion of Honour. This
and the Azeville Battery. Both are huge Arromanches but as time has taken its is the highest French order of merit for
and the latter even incorporates a gift shop toll, they are now few in number. Sadly, it military and civil merits and established in
and museum that allows visitors to gaze at won’t be long before the exploits of D-Day 1802 by Napoléon Bonaparte. Currently,
the scale of the architecture of war and the pass out of living memory. Nonetheless American and British veterans who served
1,000 cubic metres of concrete in each one those present today politely coped with the in the 1944 campaigns to liberate France

are awarded it. Shaking this man’s hand a heroic and costly action in climbing the division’s objectives on D-Day were to cut
certainly kept all this playing with an old cliffs under fire. the Caen-Bayeux road, capture Carpiquet
military Land Rover in perspective. This was as far west as we’d travel before airport which is located to the west of Caen
On a tight schedule, we headed for Port returning to the motel via the British and link up with British units on beaches on
En Bessin which, in 1944, was liberated cemetery in Bayeux. The next day’s drive either side of Juno.
by 47 Royal Marine Commando and took us further eastwards to Juno and Immediately east is the British beach
headed up the coast road to the German Sword Beaches. The task of capturing Gold and, to the west, another British
Battery at Longues sur Mere which was the beach codenamed Juno was given to beach, namely Sword. Juno beach stretches
situated between the landing beaches of the 3rd Canadian Infantry Division. This eastwards from Courseulles-sur-Mer
Gold and Omaha. On June 7, after an air
raid, an assault by C Company of the 2nd
Devonshire Regiment from Gold Beach, saw
it captured and prevented it firing at the
invasion fleet. Not far westwards from here
is the Normandy American Cemetery and
Memorial in Colleville-sur-Mer that honours
the American troops who died in Europe
during World War Two. It overlooks Omaha
Beach and contains the remains of 9,387
American military dead most of who were
killed during the fighting in Normandy. This
figure is only a percentage of the soldiers
who died overseas as the next of kin were
asked if they wanted their family members
repatriated for permanent burial in the USA.
Further on is the Point du Hoc which was
captured by the US Rangers commanded by
James Earl Rudder (1910-1970) following
In Sainte-Mère-Église, scene of the US

Airborne drop
Lightweight munched the miles through

Normandy
Aboard the Brittany Ferries ferry to Portsmouth
through Bernieres-sur-Mer to Saint-Aubin-

sur-Mer and is easily accessed from the
D514 coast road.
Sword is the eastern-most beach of the
five chosen for the D-Day landings. It
stretches along five miles of the Normandy
coast from Lion-sur-Mer in the west to the
ferry port of Ouistreham that we’d be going
home from. Like some of the other landing
beaches it is accessed from the D514 - here
known as Avenue Général Leclerc - which
the ferry terminal is around 500m from.
The British 3rd Infantry Division was
given the task of landing on Sword and
seizing the main British objective on D-Day,
namely Caen, the historic Norman city
approximately 10 miles inland. Troops of
the 1st Special Service Brigade who also

JOURNEY
At 6.20am on June 6, three British

paratroopers entered this café which was
‘Sadly, it won’t be long then run by Georges and Thérèse Gondrée.
before the exploits of D-Day The couple had been involved in the French
Resistance, and had passed on information
pass out of living memory’ about the defences around the bridge to
British intelligence. Arlette Gondrée, a
girl of five at the time of their liberation
currently runs Café Gondrée. Its walls are
decorated with shoulder patch badges,
regimental insignia, uniforms connected
with the Parachute Regiment. While sitting
in the sunshine, a familiar figure walked
past. Quite by chance we’d bumped into ex-
Para and CLR contributor Craig Allen who
was there taking photos for the Parachute
Regiment. So we had another beer…
One thing is for certain, an account of
a Land Rover-borne visit such as this can
barely scratch the surface of what there is
Orglandes
Visiting Normandy Parked where history was made

A convenient way to travel to Normandy
from the UK is to use the Portsmouth to
Cherbourg or Caen ferries as we did. It
is a cost-effective and simple way to get
close to the area of the Normandy landing Fiere Bridge
beaches. For example, Ouistreham, the
Caen terminal was within the area of
Sword Beach.
www.brittany-ferries.co.uk.
We used a couple of chain motels

Lightweight behaved impeccably on this trip
for convenience but there’s plenty of
campsites and the area of the landings and Having spent the days trying to see
subsequent fighting cover several hundred everything, we didn’t arrive at Pegasus
square miles so there’s plenty to see, Bridge until the early evening. The sun
plenty of unsurfaced tracks to drive and, had come out so we went for a beer in the
sadly, lots of cemeteries to stand and pause Cafe Gondree. Built in 1892, it is a small
for a moment. There’s other things to see coffee house in Bénouville, located on
too; William the Conqueror’s castle is in the west bank of the Caen Canal, at the Utah Beach
Falaise and you can probably guess where northwest end of the Bénouville Bridge,
the Bayeux tapestry can be found. now universally known as Pegasus Bridge. to see. Equally, three days is definitely not
http://en.normandie-tourisme.fr The building is adjacent the site of some of enough time to spend visiting the historic
the first combat of the D-Day invasion, and areas of Normandy related to World War
is remembered for its role commemorating Two let alone the region’s wider history. We
landed here were to relieve the airborne those events. British 6th Airborne Division can’t forget, for example, that the Norman
soldiers who had landed earlier to capture Horsa gliders landed just 100 yards from the Conquest of England in1066 started here
the bascule bridge over the Caen Canal bridge near the Café Gondrée, a key British in Normandy and that, the English - along
at Bénouville. This was where the British objective on D-Day. with their Celtic cousins from Scotland,
Airborne forces made history to the extent The glider pilots managed to make a rough Wales and Ireland, as well as those from the
that the bridge was renamed - Pegasus landing in a field almost directly on top of empire and dominions - returned 878 years
Bridge - after the winged horse ridden by their objective and the British took control later to free the Normans and all of France
Bellerophon which is the Airborne insignia. of the bridge. a
from its oppressors .

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LOOKING BACK
1964: ‘Battered but Triumphant’

Emrys Kirby dipped into Roger Crathorne’s archives and pulled out this
interesting photo of a competition-winning Series IIA from 1965
WORDS EMRYS KIRBY
PHOTOGRAPHS ROGER CRATHORNE ARCHIVE
‘B
attered but Triumphant’ is What made it all the more remarkable
how the January 1965 Rover is that it completed these heats in this ‘The vehicle was
and Alvis News described this
Series IIA. It is unusual to see an official
battered state. The vehicle was rolled in
practice on the Friday before the event,
rolled in practice
photo of an accident-damaged Land
Rover but this was something to shout
going over sideways five times down a
slippery bank and coming to rest on its
on the Friday
about. This was the winning vehicle in roof. Once righted, the engine started and before the event’
the 1964 Aldershot Autopoint, a British the team carried out some rudimentary
Army Motoring Association (BAMA) repairs to have it competition ready.
competition with the London Motor Club. In the mid 1960s, the Rover Company this was the first time a set was fitted to
The competition was open to cars and was regularly involved in motorsport and a ‘regular’ vehicle. The Forward Control
cross-country vehicles and the London the Aldershot Autopoint was a prestigious was still a very recent vehicle, having
team included 4x4s from other British event, the London Motoring Club actually been introduced just two years earlier,
manufacturers (probably Austin Gipsys) had world champion rider and driver so it would have taken a while for the
so the victory was something positive to John Surtees on their team. wheels to filter down to the regular club
shout about in the company newsletter.
The Rover Company loaned the army
One of the notable things about this
picture is that it looks like the
members. a
team four Land Rovers for the event on vehicle was fitted with wide
Saturday December 5, 1964 - a Forward offset Forward Control rims.
Control, two soft top 88in and this 88in This modification later became
Station Wagon. This particular vehicle commonplace in the club trials
was the only vehicle to win all three of scene but it’s just possible that
its heats in very challenging conditions.

D-Day Guide is your
complete guide to the
beaches and battlefields
of Operation Overlord, as
we look ahead to the 75th
Anniversary year in 2019.
Produced by the editorial

teams behind Britain at War
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magazines, this 116-page
special publication includes
a detailed timeline of D-Day
events along with Anniversary
travel tips, museum guides,
collectibles and much more.
Features include:
Operation Overlord
Retelling the key stages and the
subsequent campaign.
Travel Guide
Normandy 2019; when and where to
go, and what to see during your visit.
Automobiles and Aeroplanes
Some of the famous vehicles
associated with D-Day and the
Normandy campaign.
Rattle and Hum
A road test of the 4x4 synonymous with
D-Day and World War Two.
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What is the magazine about?

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What vehicle won all three of its heats in challenging conditions?

What vehicle won all three of its heats in challenging conditions?

SPECIAL ISSUE 50YEARS OF THE LIGHTWEIGHT

10A0 % 6x6 Perentie

THE WORLD'S BEST SELLING CLASSIC LAND ROVER MAGAZINE www.classiclandrover.com

JAN 2017 £4.40

+44 (0) 1984 635 060

John Carroll Garry Stuart Martin Port Kate Russell

Steve Donovan Emrys Kirby Louise Limb Ros Woodham

Tom Lunn Clare Westbrook Jim Willett Ian Clegg

www.classiclandrover.com FEBRUARY 2019 3

40 ROCKY MOUNTAIN WAY -

44 FLYING DUTCHMAN - LIGHTWEIGHT 84 MAKE DO AND MEND

72 BACK IN THE GAME

78 OUR LAND ROVERS

12 NEWS AND PRODUCTS 98

19 BEHIND THE WHEEL 50 CENTRESPREAD

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‘These modern plastics can be

Similarity of size of John Deere Gator and Land

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Loads areas are of very similar sizes

Both vehicles possess considerable off-road ability

It also confirms the theory we mentioned

Film star looks

Taking on the mini

Land Rover Pet of the

Memories are Lola

Peters was reunited with the Series

taken for a ride along the famous Jungle Track.

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for £72 — a saving of almost 20%. Although as Graeme admits:

Spring Adventure it made!” www.teeaﬁt.co.uk

Land Rover Spring Adventure returns to the Drifﬁeld Showground at

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Exmoor Trim to the rescue

Tub reinforcement Engines of

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b Beer Tent i Points of interest

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To have your Land Rover event listed here

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Our 4x4 insura nc e polic y

Ca ll us to d a y fo r a fre e p e rso na lise d q uo te

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