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Land rover series iii (1971 – 1985) review.

Land Rover Series III (1971 – 1985) At A Glance

The Land Rover Series III was a masterful facelift overseen by Range Rover designer David Bache of a product that continued to sell well across the world, despite increasingly tough opposition from a number of rivals, most notably Toyota.

Series III improvements are easy to spot thanks to the headlamps being moved to the front wings and updated stylised plastic radiator grille. The updated – more safety conscious – interior and all synchromesh gearbox acknowledged the opposition was catching up, and the arrival of overdrive catered for those who needed their Land Rovers for serious on-road work. Despite this, they were still noisy, cramped and not terribly good on asphalt.

It was during the Series III production in 1979 that the Rover V8 engine (in low compression form) was added to the range. It was export-only at first, but came to the UK to pick up a small but loyal fan base.

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Land Rover Series III (1971 to 1985)

The Land Rover Series III was introduced in 1971. The Series III was the last generation of the original Land Rover built before the model was rebranded as the Land Rover Defender . The Series III featured a raft of upgrades over its production, helping create variants that were better equipped for passenger comfort, although the Land Rover was still the incredibly capable off-road vehicle it had always been. Production of the Series III Land Rover ended in 1985.

Q: What is the top sale price of a Land Rover Series III?

A: The highest recorded sale was $93,500 for a 1980 Land Rover Defender 110 on Oct 17 2020.

Q: What was the lowest recorded sale price for a Land Rover Series III?

A: The lowest recorded sale price was $800 for a 1976 land rover 109 sw series iii on Aug 6 2022.

Q: What is the average sale price of a Land Rover Series III?

A: The average price of a Land Rover Series III is $22,597.

Q: What years was the Land Rover Series III sold?

A: The Land Rover Series III was sold for model years 1971 to 1985.

Model years for Land Rover Series III (1971 to 1985)

Showing 24 of 385 related listings

1982 Land Rover 88 Series III

Lot 143579: 1982 Land Rover 88 Series III

• Location: Town of North Salem, New York, USA
• Originality: Original & Highly Original  Vehicles that are original or close to original factory specifications, irrespective of condition. May include vehicles that have minor, removable modifications such as aftermarket wheels, exhaust, or accessories such as cargo/roof rack, stereos, etc.
• Transmission: Manual
• Driver side: LHD

1973 Land Rover Series III Custom

Lot 385: 1973 land rover series iii custom.

• Location: Palm Beach County, Florida, USA
• Originality: Modified  Vehicles with a period-correct engine and body, with multiple removable modifications, or a few significant modifications such as increased displacement, added performance equipment (turbo, supercharger, headers), transmission swaps, bumpers, or body wraps. Modified vehicles can generally be returned to original factory specifications.

1972 Land Rover Series III 88 Lightweight

Lot 59356: 1972 land rover series iii 88 lightweight.

• Location: Buxton, GBR
• Driver side: RHD

1979 Land Rover Series III 109’’

Lot 59367: 1979 land rover series iii 109’’.

1973 Land Rover Series III

Lot a1719: 1973 land rover series iii.

• Location: Los Angeles, California, USA

1973 Land Rover 88 Series

Lot 17302-pc: 1973 land rover 88 series.

• Location: Elyria, Ohio, USA

1972 Land Rover Series III LWB Pickup

Lot 6632-dfw: 1972 land rover series iii lwb pickup.

• 60,074 mi TMU
• Location: Fort Worth, TX, USA

1980 Land Rover Series 3

Lot tpa2813: 1980 land rover series 3.

• Location: Hillsborough County, Florida, USA

1976 Land Rover Series III 88"

Lot 27450: 1976 land rover series iii 88".

• 91,689 mi TMU
• Location: NLD

1974 Land Rover Series 3

Lot ftl1843: 1974 land rover series 3.

• Location: Lake Worth, FL, USA

1976 Land Rover 109 Series 3 Pickup

Lot 17263-pc: 1976 land rover 109 series 3 pickup.

• Location: Franklin County, Tennessee, USA

1978 Land Rover 109

Lot atl2440: 1978 land rover 109.

• Location: Cumming, GA, USA

1982 Land Rover Series III Twin Cab

Lot 0: 1982 land rover series iii twin cab.

• Location: Birmingham, England, GBR

1974 Land Rover Series III 88" Ffr Air Portable (Lightweight)

Lot 0: 1974 land rover series iii 88" ffr air portable (lightweight).

1982 Land Rover Series III 88" County Station Wagon

Lot 27069: 1982 land rover series iii 88" county station wagon.

• Location: Babergh, GBR

1983 Land Rover 88 Series III County Diesel

Lot 140477: 1983 land rover 88 series iii county diesel.

• 18,000 km (11,185 mi)
• Location: Jacksonville, Florida, USA

1978 Land Rover Defender 88 Series 3

Lot atl2614: 1978 land rover defender 88 series 3.

• Location: Forsyth County, Georgia, USA

1984 Land Rover 88 Lightweight

Lot 59020: 1984 land rover 88 lightweight.

• Location: South Cambridgeshire, England, GBR

Lot CTP45911: 1973 Land Rover Series III

• Location: Denver, Colorado, USA

1972 Land Rover 88 Series III

Lot 139145: 1972 land rover 88 series iii.

• 15,000 mi TMU
• Location: Yavapai County, Arizona, USA

1981 Land Rover Series III 109

Lot 183: 1981 land rover series iii 109.

• Location: Royal Borough of Windsor and Maidenhead, England, GBR

Lot 137406: 1978 Land Rover 109

• 38,000 km (23,612 mi) TMU
• Location: Marietta, Georgia, USA

1974 Land Rover 88 Series III

Lot 137172: 1974 land rover 88 series iii.

• Location: Sussex County, Delaware, USA

1975 Land Rover Series III 109 Especial Petrol

Lot 78170501: 1975 land rover series iii 109 especial petrol.

• 69,000 km (42,875 mi)
• Location: ESP

Markets related to the Land Rover Series III.

Land Rover Heritage Society Inc

The series III had the same body and engine options as the preceding IIa, including station wagons and the One-Ton versions. Little changed cosmetically from the IIA to the  series III . The series III is the most common series vehicle, with 440,000 of the type built from 1971 to 1985. The headlights were moved to the wings on late production IIA models from 1968/9 onward (ostensibly to comply with Australian, American and Dutch lighting regulations) and remained in this position for the series III. The traditional metal grille, featured on the series I, II and IIA, was replaced with a plastic one for the series-III model. The 2.25-litre engine had its compression raised from 7:1 to 8:1, increasing the power slightly (the high compression engine had been an optional fit on the IIa model for several years). During the series-III production run from 1971 until 1985, the 1,000,000th Land Rover rolled off the production line in 1976.

The series III saw many changes in the later part of its life as Land Rover updated the design to meet increased competition. This was the first model to feature synchromesh on all four gears, although some late H-suffix SIIA models (mainly the more expensive Station Wagons) had used the all-synchro box. In keeping with early 1970s trends in automotive interior design, both in safety and use of more advanced materials, the simple metal dashboard of earlier models was redesigned to accept a new moulded plastic dash. The instrument cluster, which was previously centrally located, was moved to the driver’s side. Long-wheelbase series-III vehicles had the Salisbury rear axle (the differential housing and axle case are one piece) as standard, although some late SIIA 109-inch (2,800 mm) vehicles had them too. North American sales from the factory ceased in 1974.

In 1980, the 2.25-litre petrol and diesel engines received five main bearing crankshafts to increase rigidity and the transmission, and axles and wheel hubs were strengthened. This was the culmination of a series of updates to the transmission that had been made since the 1960s to combat the all-too-common problem of the rear axle half-shafts breaking in heavy usage. This problem was partly due to the design of the shafts themselves. Due to the fully floating design of the rear wheel hubs, the half shafts can be removed very quickly without even having to jack the vehicle off the ground. The tendency for commercial operators to overload their vehicles exacerbated this flaw which blighted the series Land Rovers in many of their export markets and established a reputation that continues in many markets to the present day. This is despite the 1982 re-design (mainly the increase of driving-splines from 10 to 24 to reduce stress) that all but solved the problem.

Also, new trim options were introduced to make the interior more comfortable if the buyer so wished (many farmers and commercial users preferred the original, non-trimmed interior).

These changes culminated in April 1982 with the introduction of the “County” spec. Station Wagon Land Rovers, available in both 88-inch (2,200 mm) and 109-inch (2,800 mm) types. These had all-new cloth seats from the Leyland T-45 Lorry, soundproofing kits, tinted glass and other “soft” options designed to appeal to the leisure owner/user.

Of more interest was the introduction of the High Capacity Pick Up to the 109-inch (2,800 mm) chassis. This was a pick-up truck load bay that offered 25% more cubic capacity than the standard pick-up style. The HCPU came with heavy-duty suspension and was popular with public utility companies and building contractors.

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Land Rover Series II & III buyer’s guide

Famed for being ultimate go-anywhere classics, the Land Rover Series II and III remain practical and rugged choices. Here’s how to buy one

Words: Chris Randall

It’s 75 years since the first Land Rover appeared , a vehicle that began with a sketch on an Anglesey beach and has remained part of the motoring landscape to this day. Pretty much unrivalled in appearance and ability, its popularity has never waned – and an old Landy is as coveted today as it’s ever been.

The second and third generations are the ones that interest us here, with the Series II arriving in 1958 and featuring mild styling changes and a choice of rugged petrol and diesel engines. Just three years later, further development gave us the Series IIA, this version ultimately gaining larger, more powerful engines and the likes of servo-assisted brakes. So successful was the Land Rover recipe, it was this generation that marked production of the 500,000th example.

The Series III duly arrived in 1971, the most notable changes during its life being a conventional plastic dashboard replacing the plain metal panel and the option of the Buick-derived 3.5-litre V8. There was even an attempt to add a little more comfort and on-road appeal in the form of the County station wagon. By the time the Series III bowed out in 1985, superseded by the coil-sprung 90 and 110, some 440,000 had been made.

We’ll come to the bodywork shortly, as it’s underneath these Land Rovers where the more serious and expensive problems can lurk. The chassis needs very thorough inspection, with the main checks focusing on the front dumb irons, the spring hangers, the rear crossmember and body mounting points, and the outriggers. The latter can be replaced separately if the rest is solid, and numerous repair sections can be sourced from specialists; but if the chassis is too far gone, then a galvanised replacement will set you back around £2000. It’s not a quick job to change, as you might expect, so unless your heart’s set on a project, we’d advise looking for another example to buy.

Another labour-intensive and costly repair involves the front bulkhead, so check it carefully for rot; a replacement panel is in the region of £2000 and it’s again a lot of work to replace. Up top, the Birmabright alloy panels need a check for galvanic corrosion where they meet steel sections, and you should also set aside time to inspect for rot in the steel door frames, footwells, inner wings, A-pillars and the radiator/headlight panel. You can source a replacement for the latter from around £250, while a complete door with glass is £200. This era of Land Rover is very well-served when it comes to panels and repair sections, although extensive refurbishment will soon see the costs mount up.

One other point worth mentioning is the originality of the Land Rover you’re considering, as the interchangeability of parts can muddy the waters. It’s something that matters to many Land Rover enthusiasts, so it’s a good idea to enlist the help of an expert to be certain the example you’re looking at is what it purports to be.

Engine and transmission

Early Series II examples used the 2.0-litre engine carried over from the Series I, but the 2.25-litre petrol unit that arrived a little later is the better bet for most owners. A 2.25-litre oil-burner was added for the IIA, along with a 2.6-litre petrol. As long as none of them have been totally neglected, they’re all capable of covering high mileages before a rebuild is due. And even when that’s necessary, good parts availability and simple engineering help to make an overhaul a pretty straightforward affair.

The five-bearing units fitted to the Series III were smoother and even more reliable. That said, you should still keep an eye out for oil leaks, signs of overheating and excessive exhaust smoke. A particularly smoky diesel could be suffering from a worn fuel pump or injectors, while the early 2.0-litre diesel could also have issues with a cracked cylinder head and head gasket leaks.

The other engine of note came with the Series III, with the 3.5-litre V8 offering much improved refinement and performance. Its ubiquity means you’ll have no trouble sourcing parts or expertise, and it’s mainly a case of ensuring that oil changes haven’t been neglected (every 3000 miles is best), that the head gaskets haven’t been compromised, and that the cooling system is in good health.

One last engine-related point is the potential for swapping to a later Land Rover unit, although the lack of originality won’t suit everyone. As for the gearbox, the four-speed manual is pretty tough but you’ll still want to check for worn synchromesh and bearings, jumping out of gear, or gears that are hard to select. Oil leaks can be a further bugbear, and they also afflict the transfer box and axles. Also, use your road test to check for excessive vibration caused by wear in propshaft joints.

It’s worth considering an upgrade in the form of an overdrive, which makes a notable difference on longer journeys. You can find used Fairey units from £500, or budget around £3000 for a specialist to supply and fit one.

Suspension, steering and brakes

There’s nothing complicated about the suspension, which uses leaf springs at both ends. The main concern is going to be mounting points that have rotted away, though you’ll also want to ensure the springs themselves haven’t succumbed to sagging or corrosion. Replacement is easy enough and you can source new ones for less than £150 each. Aged and leaking dampers are equally straightforward and inexpensive to fix, and there’s scope to upgrade to better units.

Given the utilitarian nature of the vehicle, you’d probably expect the braking system to be just as free of complication… and you’d be right. The all-round drums are more than up to the job if maintained and adjusted properly, so just check the system for corroded and seized components and for any leaks from pipework, master and wheel cylinders. Inspecting them at every service is a sensible move, and parts are cheap and easy to source if an overhaul is needed. There’s scope to upgrade to front discs but it’s not really necessary. Check that the handbrake works, too.

Direct, accurate steering was never part of the Land Rover equation, but be wary of excessive play; if the steering box isn’t too worn, then a repair kit might suffice (it’s less than £20), but you’re looking at upwards of £400 if a new unit is required.

One other thing to check is the condition of the front swivel hubs, which can suffer from corrosion and pitting, although replacing them isn’t costly. Listen out for noisy wheel bearings, too; changing them is easy but it needs doing properly, as failure to fit the tab washer correctly will result in them becoming loose.

Interior and trim

These vehicles could hardly be more spartan inside, so while a ‘Series’ Land Rover lacks anything in the way of creature comforts, it does mean that assessing the condition takes very little time. It’s simply going to be a case of looking for general damage and for shabby, threadbare seats that are ready for replacement. Refreshing things with new vinyl covers will set you back £150–250.

Damaged dashboard plastics on a Series III aren’t the end of the world and you can find used parts online. Don’t be surprised to discover water has leaked into the cabin; it’s always worth trying to find the cause as it won’t do trim and electrics any favours. And speaking of electrics, it’s another simple set-up, so just check that what instruments and switchgear are there work as they should. The same goes for exterior lights, with most problems being caused by poor earths and corroded connectors.

The simplicity of the wiring can tempt owners into having a go at repairs and modification, so make sure any such work has been done properly, for the sake of safety if nothing else; a complete new wiring loom isn’t expensive at £250–300. Finally, check the condition of the canvas roof on short-wheelbase models – a new one is around £400.

Land Rover Series II & III: our verdict

The fact these vehicles are so sought after more than 60 years after they first appeared speaks volumes about just what a unique proposition they are. Crude to drive they may be, but the almost unrivalled go-anywhere ability and simple construction still prove a major draw – as does the ease with which they can be maintained and repaired. The fact that you’ll be supported by a wealth of knowledgeable clubs and specialists certainly makes for a less stress-free ownership proposition compared to more complex classics.

The one fly in the ointment is the way a Series II or III drives. While the lack of refinement really shouldn’t come as a surprise, it would still pay to make sure you can live with this. You’ll either love it or hate it, but if you’re in the former camp then one of these ‘Series’ Land Rovers is quite likely to become a vehicle you’ll never want to part with.

Land Rover Series II and III prices continue to rise; even a restoration basket case will still set you back a couple of thousand pounds or so. A Series 2 in only reasonable condition is heading for £10,000, with a good one comfortably into the mid-teens; and you’ll need to budget from £24,000–35,000 for anything classed as excellent or concours.

The Series IIA isn’t all that much cheaper, which makes the Series III the most affordable of the bunch – although even then there aren’t really bargains to be had. It’s still £15,000–17,000 for something in nice, usable condition, with the very best topping out at around the £25,000 mark.

Age doesn’t have a marked effect on values – nor whether it’s an 88- or 109-inch model – so if your heart is set on owning one, it’s condition and provenance that matters above anything else.

10 years after the original Land Rover, the Series II launches at the Amsterdam Motor Show. Revised bodywork includes deeper sills, and there’s a new 2.25-litre petrol engine.

The Series IIA is hard to distinguish from the II, but among the changes is a 2.25-litre diesel engine.

Updates include the addition of a 2.6-litre petrol engine for LWB models and servo-assisted brakes. The headlamps move to the front wings in 1969.

The Series III is launched – and while the looks are familiar, there’s a new plastic grille and all-synchro gearbox.

The 3.5-litre V8 is available for the first time. Detuned from its Range Rover application, it still provides a notable boost in power and performance.

Looking to appeal to ‘lifestyle’ buyers, the County Station Wagon boasts ‘luxuries’ such as cloth seats and better soundproofing.

Series III production ends after 440,000 have been made.

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No thanks, I’m not interested!

The Matte Black 1979 Land Rover Series III Built For Any Beach Trip

Combining a traditional aesthetic with new materials, the Land Rover Series III by restoration house CoolnVintage is made for exploring new horizons, just in time for summer. This custom model of the timeless 4x4 is the ultimate vehicle for visiting the coastline.

CoolnVintage admit that this 1979 Land Rover Series III won’t be the only car in your garage, but it will be the one through which you experience the most. That’s because the Land Rover keeps its iconic form but it has been enhanced through styling and practicality. The restoration house completely stripped the vehicle down to its bare bones, offering a new lease of life by restoring the few parts that were worn, and cleaning all of the components that were still in working condition.

The Land Rover was then finished in striking matte black paint, to ensure it stands out with almost any backdrop. The original front grille has also been replaced with a matte black substitute that complements the new hard-wired aesthetic.

Complementing its timeless aesthetic, the Series III’s interior was stripped of all plastic componentry in favour of a stripped-back look, with water and UV resistant seats built to resist sand and salt water. A new soft top with roll-up covers protects passengers from the elements, while it can be opened allowing the ocean breeze to circulate freely through the cabin.

Fancy it? There’s even more hard-wired Land Rover restorations to marvel at on the CoolnVintage website .

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Taking the scenic route home in ‘The Last Overland: Singapore To London’

Two men in one vintage land rover recreate an epic 19,000km road trip from singapore to london in this new documentary series..

‘The Last Overland: Singapore to London’. Source: Grammar Productions

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Over 11,000 hours

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Classic experiences.

Classic Experiences give enthusiasts the chance to tour our facilities and drive a wide range of Classic Land Rovers in some truly spectacular and historic locations.

JAGUAR LAND ROVER CLASSIC WORKS TOUR

With our brand new facility showcasing everything Land Rover does and stands for, it’s only natural we’d want to show it off. So the Classic Works Tour offers exclusive access to rare Land Rover Series I Reborn and Range Rover Reborn, as well as the complete Classic Collection. It’s a truly unique insight, not just into the heritage of this historic brand, but also its future and how it’s being preserved.

LAND ROVER CLASSIC

At Land Rover Classic, we’re dedicated to preserving and restoring our motoring heritage for future generations to enjoy and cherish. We’re also totally committed to creating initiatives to restore, maintain and preserve Classic Land Rovers for your enjoyment for years to come, giving these vehicles’ glorious past the best possible future.

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We’re proudly introducing the new Jaguar Land Rover Classic Works facility. Staffed by expert engineers and historic car specialists, we aim to offer the very finest in restoration facilities.

AUTHENTIC CARS

Bringing history back to life by meticulously rebuilding limited edition classic Land Rovers including the iconic Land Rover Series I and original two-door Range Rovers.

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London to Singapore: Epic Family Road Trip in an Old Land Rover

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Could you survive a nine-month road trip with your family? The Hyland family of five drove from London to Singapore in a 1954 Land Rover. They took the family road trip to all new heights!

The Hyland family traveled more than 16,000 miles from London to Singapore from mid-summer 2015 to spring 2016. They managed this feat in a tiny 61-year-old Land Rover found in a Canadian farmer’s field and purchased for $300.

Ray and Marianne Hyland, along with their three teenage boys, not only survived a massive nine-month road trip but thrived in every sense of the word.

As Land Rover celebrates its 70th anniversary this week, let’s have a look at a modern adventure family that fully embraces all things Land Rover.

Land Rover: London to Singapore Expedition

The Hylands set out on this overland journey on the 60th anniversary of the 1956 London to Singapore “Oxford and Cambridge Far Eastern Expedition” in nearly the same exact vehicle. It was the first time a vehicle had traveled the entire route from London to Singapore.

https://youtu.be/V8nQXRpo3AY?t=12

The original route went through England, France, Monaco, Germany, Austria, Yugoslavia, Greece, Turkey, Syria, Iraq, Iran, Afghanistan, Pakistan, India, Nepal, Burma, Thailand, Malaysia, and, finally, Singapore. The trip took six months and six days to complete, traversing 18,000 miles.

The Hylands’ route was a bit different than the original, spanning 16,000 miles. It took them through England, Ireland, Scotland, France, Monaco, Italy, Greece, Turkey, Iran, UAE, India, Burma, Thailand, Malaysia, and Singapore.

They couldn’t visit Syria, as it was in the middle of a civil war. But with a huge stroke of luck, Burma had just opened its borders to travelers after many years of civil unrest.

Burma opening its borders was a large impetus to do the trip.

1954 Land Rover Series 1 Station Wagon

The original expedition was done in two 1954 Land Rover Series 1 86-inch Station Wagons. It was the first year Land Rover offered a wagon model.

The Hylands have been a Land Rover family for years, owning a wide range of the brand’s vehicles. They purchased an old Series 1 from a farm in British Columbia, Canada, for just $300 in hopes of getting it back on the road.

After investigating, they learned their vehicle is one of only three 1954 Series 1 Station Wagons known to exist.

The $300 Land Rover was in rough shape when the Hylands got their hands on it. It needed a ton of attention and new parts to make it road worthy again.

Luckily, the family is mechanically capable, and the simple old truck was relatively easy to work on. Besides replacing the bigger parts that were missing or broken, like the doors and windows, the Hylands did just enough to get the old Land Rover running again.

Then, they fixed the other issues as things broke along the journey.

“Our truck was terrible. It broke down every single day,” said Ray Hyland.

They added a few simple, inexpensive upgrades to make the truck slightly more capable of completing the journey ahead of it. They sourced an old Astro Van rear bench seat off Craigslist for $25 so the three boys would have a more comfortable place to sit. General AT2 tires were fitted to better handle the long paved sections of the route while still being durable and capable off-road.

Besides those small modifications, this old Land Rover was the same as the original expedition’s vehicle.

Car Camping Taken to a Whole New Level

The Hylands packed light and small in the underpowered Land Rover. They needed to be comfortable living in a tight space for extended periods of time.

Camp Sleep System

One big way they kept things light, small, and simple was through their chosen sleep/shelter system. They had a Nemo Dagger two-person tent for the adults and a Nemo Galaxi three-person tent for the kids.

They used Nemo Tango backless bags for the kids, and the adults shared a Tango Duo .

To complete the system, they used Nemo Fillo pillows and stuffed Nemo Zor pads under a Nemo Pawprint snap-in tent liner inside the tent. The Pawprint provided the comfort and feel of a fitted sheet.

This lightweight backpacking setup saved the family a ton of weight and valuable storage space.

Cooking along the way was essential to keep costs low and allow for remote camping. The family ate a lot of rice and claim it’s the “ultimate camping food.” It’s nutritious, filling, packs small, doesn’t go bad, and can be combined with a wide variety of other ingredients to make tasty, diverse meals.

Rice can be difficult to cook well in conventional camp pots. Most are really thin, and the rice burns and sticks to the bottom. To get around this issue, the Hylands chose the Snow Peak Aluminum Caldero , a cast aluminum pot with a thick bottom, for more even heating.

This pot is not small, but the Hylands found a perfect out-of-the-way home for it. They stored it on the hood of the tiny Land Rover, inside the spare tire and under the Front Runner grill.

An MSR DragonFly stove heated the big pot. They chose it for its ability to run on various fuels, reliability, and its true simmer function — a critical feature to properly cook rice. While noisy, it also packs up pretty small and is lightweight.

MiiR stainless steel pint glasses , an MSR plate set, and a large Platypus GravityWorks water filter rounded out the cooking kit.

Camp Comfort

Nearly all the Hylands agreed that the most important gear on the trip was the Kermit chairs . These lightweight canvas-on-wood-frame camp chairs pack up small and set up quickly. They provided invaluable comfort for roadside lunch stops and around camp, especially after long days in the hot, cramped little Land Rover.

Personal Items

Each person got to bring two sets of clothes with them: one on their back and one spare. They chose ExOfficio synthetic underwear and tees as well as Clothing Arts pants and shirts. These key pieces are all durable, easy to wash, dry quickly, and are comfortable in a variety of environments.

Each person also got their own small duffel-sized dry bag. That small bag contained all their personal items, including their change of clothes. The personal item dry duffels were strapped to the roof during transit, keeping them out of the tight confines of the Land Rover’s interior and protecting their contents from dust, water, and general road grime.

Old vehicles require lots of tools, spare parts, and fluids to keep them moving. The Hylands managed to pack all their tools, spare parts, and fluids into one Front Runner Wolf Pack . An impressive feat with all that they needed to bring with them!

The old Land Rover leaked so much oil that they needed to continually buy it in bulk along the route. And it didn’t fit in the Wolf Pack. The leaks got so bad that they resorted to using thicker and thicker oil, eventually getting 50-weight oil in gallon jugs from agriculture shops.

All About the People

While the trip was about family and retracing an iconic expedition’s path, the people the Hylands met on the way profoundly impacted them. The family made the conscious decision to trust people on this trip, and it worked out.

They had no issues with theft, bribery, or muggings. Iran offered up some of the best remote camping and friendliest people of the entire route.

Besides all the generous, smiling people they randomly bumped into, they also regularly reached out for help online. Facebook was an amazing tool to connect with Land Rover groups, overland travelers, and mechanics on their route.

The hospitality of random strangers was something to behold. They stayed in a free villa for a week in Dubai. They even started the trip with free use of a Land Rover Defender 110 in England when their truck was delayed in shipping.

If you want to know more about this amazing journey and inspiring family, be sure to check out the NW Overland Rally and BC Overland Rally . The Hyland family runs these gatherings of the overland tribe and regularly spins amazing adventure stories around the campfire.

On occasion, they’ve also been known to show up with their little old 1954 Series 1 Land Rover Station Wagon. The truck has now traveled most of the way around the globe and still runs — sometimes.

Bryon Dorr is the Motors Editor of GearJunkie. He has been writing about overland travel, off-road vehicles, general automotive, whitewater kayaks, and outdoor and travel gear for 12+ years. He has created content for a wide range of outdoor, automotive, and travel media outlets, both online and in print, as well as for a wide range of commercial clients as a photographer, social media marketer, business consultant, and copy editor.

After living on the road for nearly eight years, he is now based in Portland, Ore. Bryon is an avid kayaker, cyclist, skier/snowboarder, runner, and photographer. When not outdoors doing human-powered adventures, you’ll find him behind the wheel or bars of something with a motor and wheels finding adventure around the globe. You can keep up with his life of adventure on your favorite social media @ExplorElements .

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The images shown here are for illustration purposes only and should there be any ambiguity regarding the programme, the written itinerary will be taken as the more accurate interpretation of the trip. We reserve the right to alter the travel route and/or replace the tour operator with similar alternatives.

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Video: I Take A 1,300-Mile Rural South Dakota Road Trip In The New Land Rover Defender — Do I Make It Home?

Here's the first long-distance trip.

We had high hopes for the new Land Rover Defender that Roman and Tommy first acquired, but reliability was a major issue. Tommy road trips their 2020 Defender across rural South Dakota, Colorado and Wyoming.

Fingers crossed as Tommy takes his new Land Rover Defender on a 1,300 mile road trip. He, and a friend sojourn to South Dakota driving a vehicle that has questionable reliability. Still, Tommy is intrepid and wants to see the wonders of Mother Nature as he rolls in comfort. In this video, he visits a variety of locations, beginning with Sylvan Lake in the Badlands of South Dakota.

After penetrating an impossibly tight rock tunnel, Tommy heads to Needles Highway, a scenic byway through Custer Park. Heading back to find some dinner, Tommy encounters a wild animal… of sorts. Once in his cabin, Tommy and co. roast complimentary marshmallow s’mores. This cabin was quite a deal, and we get a quick tour.

Later on, Tommy and the Defender soldier on to Mount Rushmore, and play in the dirt on a few off-road trails. After that, they journey to the Badlands. You see where this is going? Yep, Tommy is giving us an exciting travel and adventure video!

With the new Land Rover Defender – is third time the charm?

Everyone at TFL Studios likes the new Land Rover Defender . It is remarkably good off-road, extremely comfortably on road, and it is a cool looking thing too. Up close, in person, the new Range Rover Defender is a sight to behold. Perhaps that’s one reason many of us want the vehicle to succeed. If it weren’t for its significant reliability issue, it would rank as one of the best SUVs we’ve driven.

This Land Rover has the 3.0-liter turbocharged inline six cylinder engine. With 400 horsepower, a mild-hybrid system and serious 4×4 capability, it sells itself as a jack of all trades. That said, this is our third Defender. Yep, we had major issues with the first two, and this model kind of landed on us after our patients was pushed. You can read all about our reliability woes, which we covered at length a few months ago.

Fortunately, this model seems to be pretty stout. No major issues to speak of so far.

Can Tommy make it back without a call to AAA? Watch on and find out!

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