[Bill Burke, Frutia, CO, is one of America’s foremost off-road instructors through his Four-Wheeling America program. For more information, contact Bill at 970-858-3468 or at www.bb4wa.com – ed ] Text: Bill Burke
As I spend over a half of the year on the trail in my Land Rover, I have great practice at deciding which stuffto take along. I strive to take only the most useful and essential of trial gear; you can assume that if I’m carrying it, it must be useful. To help you decide what stuff to take on your trail missions, I’ll break down what I carry front to back.
People say I can put 5 pounds of stuff in a 2-pound bag! All too often my D90 is very close to the 6000 GVW. It does boggle the mind as to how much I really can fit in the Defender! Client safety and comfort dictate that I must carry an oversized first-aid kit, a PETT portable toilet, common spares for field fixes, as well as all the paperwork associated with being a Guide/Outfitter. (…)

text & photos: Jeffrey Aronson
Snapping a half shaft is considered a right of passage for Series Land Rover enthusiasts. With even the newest Series III now almost 25-years-old, it’s a likely occurrence for owners (it’s happened to me three times in 500,000 miles of driving). Land Rover designed the rear floating axle to act like a shear pin or clutch release in an outboard motor. The axle shaft, a long rod with splined ends, will snap first, protecting the more critical differential.
So, last summer when backing up my work trailer over some rocks resulted in a nasty bang and grinding noises, I stopped my ’66 Series II-A and assumed that this would be Time #4. I unbolted the right axle — the most common one for breakage — and found it in perfect condition — smooth surfaces with sharply defined splines. My heart sank when I discovered the left one in the same pristine condition. (…)

[Bill Burke, is one of North America’s foremost off-road instructors through his Four-Wheeling America program. Here he shares his experience and knowledge on equipping yourself for trail breakdowns. –ed] Contact Bill Burke at 970-858-3468 or visit www.bb4wa.com

In my travels I have to beg and borrow shop floor space. Recently, as I lay on the floor of Columbia Rovers in Portland, OR, packing my front wheel bearings, the shop manager Brent offered me the use of a lift. Huh?? I’ve been a shade tree and big-truck mechanic for so long I wouldn’t know how to use a lift. Brent suggested I throw some dirt on the floor to make it feel like home. As I lay on the floor, listening to the dealership’s elevator music and humming Led Zeppelin, Brent and I began discussing how Rovers have progressed to the point that a lot of people are now carrying a laptop loaded with AutoLogic to help diagnose trailside fault codes. (…)

by John Robison
In this article I’d like to take you inside the electronics on a Range Rover Sport. I think you’ll be amazed at how sophisticated these machines have become.

If you were to name one particular capability that Land Rover was known for, what would it be? The wise guys among you would pick oil leaks or Lucas electrics, but I’d pick surefootedness or superior traction. To me, that’s what Land Rover is all about. From the very beginning, the Land Rover was a vehicle that went where nothing else could. And even more important – it came back, under its own power.

By Bill Burke
Bill Burke is an internationally recognized professional 4WD trainer. In 1991, Bill and a team mate represented the USA in the Camel Trophy. The event traversed Africa in a 1200-mile grueling off-road adventure competition. Through his company, Bill Burke’s 4-Wheeling America, he teaches off-road and back country driving techniques, vehicle maintenance, recovery, and trail etiquette through group classes, private training, and guided experiential vacation trips. Bill conceived and developed the International 4-Wheel Drive Trainers’ Association©, an organization to evaluate and certify professional 4-wheel driving trainers and has created several instructional DVDs including 4×4 Safe Driving, Getting UNStuck and Getting PREpared. For more information about Bill visit www.bb4wa.com
Most companies that purvey recovery equipment, winches and hardware do their best to ensure safe operation by offering us quality, rated items. (…)

Front Kit shown PLA6100KV
Timm Cooper Disc Brake Conversion Kits, quick links:
FRONT:
Genuine - RNA6100KV
ProLine - PLA6100KV
REAR:
Genuine - RNA6101K
ProLine - PLA6101K

Now you can install the latest Defender disc brake components onto your trusty 88” or 109” Land Rover and enjoy amazingly quick and controlled stopping power. Front kits are based on a new hub
assembly and new swivel ball housing, cast from ductile iron with a minimum strength rating of 80,000 pounds per square inch, this kit is an engineering masterpiece. The front caliper mounts are cast into the housings, just like Defender, to handle the massive 4 piston Defender calipers that grab 12 inch vented Defender discs, just like the NAS 90 enjoys. Timm’s rear conversion kit uses the same hub assemblies with solid Defender rear discs and 2 piston Defender rear calipers. (…)

By Jeffrey B. Aronson
Photo: Calef Letorney
So you want to buy a Defender? Join the club – it’s a rare Land Rover enthusiast who does not covet one of the NAS Land Rovers. You don’t have a lot of choice. Officially, only two models made it into the North American market. The Defender 110 made a huge splash in 1993 when the uniquely numbered and specially-kitted-out examples were imported into the US and Canada. With their “safari” cages and stark white paint, they were instantly identifiable and helped reestablish the Land Rover image for new enthusiasts. The Defender 90 that followed between 1994 –1997, whether in unique soft top or station wagon mode, became the off-roader’s car of choice.
Regardless of the engine [3.9 or 4.0 liters] or transmission [LT77 or R380, or ZF automatic] choice, the brilliant drivetrain and suspension design assured you of extraordinary off road capability and safe interstate driving. (…)

Story By Mike Gould / Photos By Elliott Raymond / Engine illustrations courtesy Land Rover Engine Design
The idea of pulling up to the diesel pump at a gas station in a luxury SUV may seem strange to most Americans, but in Europe, it is an everyday occurrence. If the trend spotters are right, a lot more American drivers will be doing it soon, as well.
The European experience is mainly due to the price of diesel, which, in most countries, considerably undercuts that of petrol. Add the improved mileage and it’s no wonder that diesel powered vehicles predominate in all sectors. The one exception to the pricing structure is the United Kingdom, where diesel fuel carries a stinging tax penalty, making it the most expensive fuel in Europe. Even there, however, diesel vehicles are increasing their share of the market, particularly in the SUV sector, so much so that Land Rover has stopped sales of the 4.4-litre V8 gasoline engine derivative of the LR3, known in Europe as the
Discovery 3. (…)

Story By: Jeffrey B. Aronson Photos By: Land Rover
It’s impossible not to want one. Not only has Land Rover proved the iconic standard-bearer, but they’ve even returned the name “Land Rover” to the front of the bonnet. Just like in the days of Land Rover 90’s and 110’s, the name behind the Green Oval sits boldly on the prow of the car. What’s standing in the way of importation into the US market? One impediment comes from the powertrain end. The Td5 delivered impressive performance and longevity, but was replaced with the Ford Transit motor because of emission reasons . As Mike Gould of Land Rover Lifestyle writes elsewhere in this issue, the regulatory focus of the EU is carbon dioxide levels, while the fractured US regulations focus on particulates and nitrous oxide levels.
Land Rover must also confront the potential instability that will arise whenever new corporate parents are found for Land Rover and Jaguar. (…)

The SuperScan II Land Rover Test System
By John Robison
A few months ago, I wrote a review of the two principal Land Rover test systems – the factory T4 / RDS / IDS and the independent Autologic. While both of those systems will meet the needs of any Land Rover service professional, they are costly. After that article came out, there was quite a bit of talk in emails and the forums about Land Rover testing. People asked if there were any less expensive testers that would do 90% of the job for half the price.
It sounds like a reasonable question. After all, the Honda Element has all wheel drive for half the cost of an LR3, and a third the cost of a Range Rover and won’t it go 90% of the places? Well, not for me it won’t. I’ll keep my Discovery and my Defender, thank you. But there seems to be a real demand for a $2,500 product that would do most of the things the full-feature Land Rover testers do, for a more affordable price. (…)