New style New style - Discovery Owners Club

Transcription

DISCOURSE
THE MAGAZINE OF THE DISCOVERY OWNERS CLUB
Number 9 - AUTUMN 2002
New
style
The New L318 Discovery
Discover Sth Wales’ Lanes
The Major’s Memorial Trial
200Tdi Lighting Upgrade
Snooper Radar Detector Review
www.discoveryownersclub.com
Page 1 - Discourse 9
Legal Stuff
Club Web Site
For the purposes of this notice, ‘Discovery Owners Club’
and ‘Club’ are interchangeable and assumed to mean the
same.
The club web site URL is: www.discoveryownersclub.com
The site is still developing and any comments, criticisms
and suggestions should be directed to Andy Smith at
andy@cameltrophy.org.uk
Advice Given
Any and all advice given in this publication or elsewhere is given in good faith. Whilst every effort is
taken to ensure the accuracy and correctness of any
advice given, the Discovery Owners Club and anyone
acting on its behalf will not be held responsible for
any loss or damages incurred as a result of following
the advice given. Anyone acting on the advice given
does so at their own risk.
Club Events
Any activities and in particular but not exclusively offroading and green-laning are undertaken solely at the
participants’ own risk. All vehicles should be suitably insured
and prepared for any activity undertaken. Participation
in any Club organised event is on the understanding
and acceptance that safety is the responsibility of the
participant.
Public Liability Insurance
The Club has Public Liability Insurance for registered Club
events of a non-competitive nature. Cover is provided for
full Club members, their spouse or partner and children
residing at the same address. Family members as defined
in the Club rules travelling in a separate vehicle are also
covered. Road traffic accident risks are not covered by the
Club’s Public Liability Insurance. It is the responsibility
of the member to ensure that they have proper and legal
Insurance cover for themselves and the vehicle from leaving
home until returning home.
Green Lane Events
As all Green Lanes are highways as defined by the Highways
Act 1980, green-lane driving events require the same degree
of insurance, road tax, MOT and driver’s license as normal
roads.
Yahoo! Club List
This is an internet chat room where members can ask
questions, raise topics and generally communicate
with each other. If you would like to be registered as
a member of the list, then please email Andy Smith at
andy@cameltrophy.org.uk with your name and membership
number and he’ll sort it out for you.
Back Issues
Two ways for members to obtain Discourse back issues:
As printed copies at £2.50 ea together with a self addressed
A4 envelope stamped at 41pence, or
As a CD-ROM at £2.00 including postage. This would have
all back issues.
Send your cheque made payable to ‘Discovery Owners
Club’ to John Capewell or Mike Duncalf (See Committee
Members for details).
In This Issue
Langley Farm
Last Week in September
Door Check Straps
The Snooper SD715iS
The Future of Discourse
The Land Rover Experience
Life Was a Gas
Class of ‘93
Treasure Hunt with a Difference
The L318 Chassis
Discover South Wales’ Lanes
2002 Abingdon 4x4 Festival
Andalucian Adventure
2002/2003 Events List
News Release
Regional Meets
The DOC Shop
4
5
6
7
9
10
10
11
12
12
13
14
15
17
19
20
22
22
23
23
Cover photographs by permission of Land Rover.
This issue has been designed and published by MicroArt
Tel: 01628 662566, Fax: 01628 607980
Discourse 9 - page 2
Committee Members
Chairman - John Capewell
43 Belper Road, Ashbourne, Derbyshire, DE6 1BB
Tel: 07850 405389, Tel.Work: 01433 622300, Email: john.capewell@tesco.net
Vice Chairman - Neil Brownlee
9 Lindisfarne Way, East Hunsbury, Northampton, NN4 0WG
Tel: 07768 366 157, Email: metalthrasher@metalthrasher.screaming.net
Club Secretary - Mike Duncalf
Beetham Cottage, Over Kellet, Carnforth, LA6 1BS
Tel: 01524 732128, Mobile: 0777 939 1977, Email: mduncalf@ukonline.co uk
Treasurer - Ros Palmer
31 Stanley Street, Brighouse, West Yorkshire, HD6 1SX
Tel: 01484 384883, Email: ros@cameltrophy.org.uk
Membership Secretary - Lee Jones
73 Tottenham Crescent, Kingstanding, Birmingham, B44 0ST
Tel: 0121 603 3632, Tel. Work: 0121 328 0065, Email: lee@trucktech.fsnet.co.uk
Events Co-ordinator - Tim Arnold
9 Sunstar Lane, Polegate, East Sussex, BN26 5HS
Tel: 01323 489003, Mobile: 07801 292024, Email: tim@sunstarlane.freeserve.co.uk
History Officer - Alan Smart
The Bales, Cow Lane, Kimpton, Andover, Hampshire, SP11 8NY
Tel: 01264 772851, Fax: 01264 773300, Email: alan_smart@compuserve.com
Club Shop officer - Gerry Summerfield
Glenholm, Whitecroft Road, Bream, Gloucestershire, GL15 6LY
Tel 01594 560314, Tel. Work: 01446 737470
Member - Jim Law
1 Vulcan Close, Whitstable, Kent, CT5 4LZ
Tel: 01227 264747, Mobile: 07944 836 177, Email: jwlaw90@hotmail.com
Newsletter Editors (Designate) - Alan Smart & Nick Brooker
Comments, enquiries, articles, photos, etc. to Alan Smart (contact details as above).
From the Chairman
It’s a hell of a responsibility to be charged with writing the first (interesting) thing that all of you see when you open this issue of Discourse,
especially after such a tumultuous summer for DOC!
Some members have been feeling very disappointed with what they received from DOC in exchange for the membership fee this summer but
I hope that the combined efforts of Alan Smart and Nick Brooker make up for this a little with this issue. Anyone who still feels a little
disappointed is always welcome to help us to improve the Club; after all, we do promote ourselves as a Club run by its members for its
members. During the coming year, we’re aiming to improve our email communication as well.
At last I feel as though we’re moving forward, but we still need more volunteers for Land Rover and other 4x4 events to help to sell DOC
merchandise, distribute leaflets, and generally tell everyone what a wonderful bunch of rivet counting anoraks we really are in order to
increase membership.
Enjoy this ‘New Style’ Discourse. I hope it inspires you to write some stuff for future issues, please......
Local Section Representitives
Central Southern - Gary Tredwell
21 Wick Close, Peachcroft, Abingdon, Oxon, OX14 2NQ
Tel: 01235 520240, Email: caravan.servicing@virgin.net
Northants - Simon Kay
32 Hobby Close, East Hunsbury, Northants, NN4 0RN
Tel: 01604 248756, Mobile: 07887 626063,
Email: simonkay@spurs29.freeserve.co.uk
North East - Toni Armitage
11 Aireworth Grove, Stockbridge, Keighley, W Yorks, BD21 4DL
Tel: 01535 677490, Mobile: 07958 386933,
Email: toni@armitage.f9.co.uk
North West - Kim Hollings
15 Knowsley Crescent, Offerton, Stockport, Cheshire, SK1 4JB
Tel: 0161 480 7096, Email: kimberh@ntlworld.com
Alan Smart - Pictures courtesy of MROC
This year’s annual event was held over the weekend of 7/8th
September at Eastnor Castle. It’s organised by the Midland
Rover Owners’ Club (MROC) and to explain what it’s all
about, I quote from their programme:
The Major’s Trial is an invitation event for the very
best of club drivers, and is attracting more and more
competitors every year. This is the 32nd year of the
competition.
The trial we now call “The Major’s” started in 1969.
At the National at Eastnor, the ground had been rather
dry. During the prize giving, Major Ben HerveyBathhurst (the land owner and MROC’s President)
was presenting the prizes when he overheard comments
from someone complaining to a fellow competitor that
“the trial was too easy and not challenging enough for
the best drivers”.
North Worcs - Paul Walker
17 Ditchford Close, Hunt End, Redditch, B97 5XT
Tel: 01527 404103, Mobile: 07939 411995,
Email: annpabpaw@supanet.com
Sussex - Tim Arnold
9 Sunstar Lane, Polegate, East Sussex, BN26 5HS
Tel: 01323 489003, Mobile: 07801 292024,
Email: tim@sunstarlane.freeserve.co.uk
Wessex - Alan Smart
The Bales, Cow Lane, Kimpton, Andover, Hampshire, SP11 8NY
Tel: 01264 772851, Fax: 01264 773300
Email: alan_smart@compuserve.com
See page 22 for details of Events.
a team of three drivers is used to decide the winner.
However, over the years there has been the addition of
a trophy for the best ‘all standard’ team to encourage
the dwindling numbers of drivers using unmodified
vehicles. In 1998, a Ladies Trophy was introduced.
When the Major died in 1997, much thought was
given to the event and after talking to his family it was
decided to change the name to “The Major’s Memorial
Trophy”.
The event is run over twenty sections with each team
tackling ten sections a day. For those not familiar with
trials, here’s a brief outline of what happens. The objective
is to complete a course marked over varying terrain. Each
section has twelve ‘gates’ between which the competitor
must pass without hitting them, deviating from the course
or losing forward motion.
 Mykel Jones in the LPG-powered 90.
The Major continued with the prize giving and then
ended with a challenge to all clubs. His challenge was
to bring their best drivers from each club and return
in October to see if the ground was still too easy. He
laid out the first trial himself, setting a testing course
across varying ground. The aim was for the major to
pit himself and his driving experience against the cream
of Britain’s Land Rover drivers, having driven all the
sections himself.
He donated the much-coveted Rose Bowl and the
Major’s Trial was born. The MROC have run it ever
since, apart from 2001, when Foot and Mouth forced
its cancellation. The format has changed over the years
and is now a two-day event.
The trial is a classless trial, where the total score of
David Southcott (SROC) in the mud. 
The gates are counted down and, if you complete the
section you score no penalty points. The person, or team,
with the least penalty points over all the sections is deemed
the winner. Therefore the maximum penalty an individual
could score is 12 x 20 = 240 points!
The weather was good and the Eastnor Castle deer park is
a delightful place. The terrain is hilly and varied. Sections
varied from wooded sections that weaved between trees,
loose sections were the dry red clay exposed the rocky
limestone below to good old streams and mud holes!
 John Creed (S&W) in the std class tackles a wooded section.
Gary Parnell in his trusty Series I. 
In all, 38 teams started representing 14
clubs. There were three standard teams
and a ladies team. ARC rules define
eligibility for standard classes.
Cornwall and Devon Team 4 won the
coveted Rose Bowl with an incredible 73
penalty points; Mike Smerdon collecting
only 12 penalties for the entire weekend
including 15 of the 20 sections clear!
Southern Rover Owners’ Club were
second with 116 penalties and Staffs and
Shrops were third with 122. Cornwall and
Devon won the Ladies trophy with 241 (24th
overall) and the Standard Class was won by
MROC 2 with 305 (31st overall).
Fantastic weekend, well supported showing trials at its best.
If you want to see more and have internet connection, try
www.mroc.co.uk and follow the link.
Langley Farm
Toni Armitage
We arrived on the Friday afternoon and, as the rain came
down, I wondered what sort of weekend we could expect.
As the legs came down on the caravan the
phone rang; it was to say Andy Smith would
be 30 minutes behind us and we had to save
a place. By the time they
arrived the tea was made and
the DOC area was marked
out. I was told it was too
big an area, so I brought
it in (only to take it out
again later). We had
the gazebo up and the
barbecue lit, when the
next members, Robert
and Kevin, arrived and
happily put up their tents
in the area. Another tent
joined us and Phil and
his family brought their
caravan set up within the boundary. Beers and chairs
were set out and everyone joined in the evening’s chat,
Gary Parnell gets a helping tow. 
 Mykel Jonels gets a helping hand (or ten).
everything from what the weather would do to what was the
off road course would be like. We all fell into bed tired but
wishing Saturday would hurry along so we could go and see
what goodies were on offer.
 It’s hard work cleaning a Camel!
Saturday morning arrived
to the smell of cooked
bacon
wafting
across
the site, along with the
whistling of kettles coming
to the boil. Landrovers
were emptied and made
ready to get muddy.
Cameras were prepared
(thanks to the members
for the photos)and I think
those who didn’t go around
the off road course had as
much pleasure in taking photos
of their friends who did.
Saturday’s Cloggers line up.
We stripped down all the loose parts off
the vehicle and made ready for our first trip in the mud with
our new Camel.
Although the vehicle was prepared to do everything we asked, it was still nerve racking; especially as I had spent all week
getting her in pristine condition. I’ve never washed any vehicle as much, and polished her lovingly. With her new tyres
gleaming we set off, my stomach was in my mouth, in fact I made the husband drive (if he scratched it then I could do my
nut). I just held my breath and shut my eyes!
After the drive, the vehicle was only a little muddy as we were asked to go through the mud hole slowly, although our mate
behind didn’t agree, and had a bonnet full of mud by the time we all finished. I think every one had a trip around the
course over the rest of the day. The one good thing about Langley is that you pay your money and you can go round as
many times, as you like and when you like. It’s an organised course though, before you all get worried.
A few members visited for the day and called in for a drink; I think Ros and I made the world record for cups of tea or coffee
over the weekend. Food was prepared for tea as the chaps preened over their Discoverys and compared mud levels. Over
tea we all felt very pleased with the day. The weather had held out and was sunny for most of it, the food was good and the
beer was even better after a hard day.
Saturday evening was band night in the marquee, and as Ros and I tidy up, the rest of the gang went over to the marquee
only to find it packed and too loud. So they returned back to the DOC area where we all listened to the band and had a
drink along with more chatter.
Sunday brought more of the same weather, off road events and more members visiting for the day. By Sunday evening I
was shattered and glad to pack up and go home. Although being tired, I think I can say on behalf of everyone that it was a
very good weekend and was enjoyed by every one.
Last Week in September
Martin Thomas
We decided to have the last weekend in September away.
I had a chat with David Edge (DOC member) to see if he
had a space in his field for us. The plan was to drop the
children off with their Dad in Sleaford and then just the
two of us to go on to a place called Thorpe St. Peter near
Skegness (this being where David lives). We left Rotherham
at 5 pm on the Friday and set off down the A1 with our
caravan in tow, a 1990 14ft Compass Rallye GTE, for those
that are interested.
We actually only collected the caravan from the dealer on
the 9th. of August about 16 hours before we were due to
travel down to Cornwall for two weeks; the reason being that
our original van was vandalised in storage the week before
and was totally trashed inside, but I digress...
About 15 to 20 miles north of Newark is a stretch of road
that has the maximum speed limit reduced to 50 mph to
reduce accidents. There are lots of cameras about so you
have to be careful there!
So here we are driving along nice and slow(ish) through the
calmed area and BANG! The offside caravan tyre blew out
accompanied with lots of smoke, it dropped straight to the
rim which made the caravan twitch a few times. It scared the
hell out of me, and I guess that the car driver behind is now
on medication for heart problems!!
The caravan somehow stayed in a relatively straight line as
I pulled into a Lay-By that luckily we were just passing. I
put this down to a good stabiliser, but more importantly to
the size of the Discovery; anything smaller and I am sure we
would have been flipped.
I had no tools on me (whoops, soon to be rectified) to
remove the spare from the underside of the caravan, so out
came Green Flag recovery. I’m pleased to say they were with
us within the hour.
The poor mechanic spent over an hour removing the spare
wheel because, not only was it held in place by a ‘U’ bolt that
was rusty, but also the bracket had been welded to the cross
member (not a good idea).
Soon we were back on our way to Sleaford to drop the
children off and then ONWARD, to roll in to David’s place
at about 10.30 at night, absolutely shattered!
We had a very relaxing weekend at David’s and we are glad
to say that we will be going again early next year.
After we got back home, I inspected the ruined tyre more
closely only to discover it to be a remould. I have towed
professionally for a number of years and would not dream of
running a trailer on remoulds!
So why was I running a caravan on them?
I won’t be from now on!!
Land Rover
Land Rover’s legendary 4WD adventurer, enters the third
phase of its 13-year history with a new look and a number
of significant technical enhancements designed to keep it
at the head of the fiercely competitive SUV (sports utility
vehicle) market.
Indeed, the new Discovery builds on the formidable
reputation of its tough forebears with extra weapons in its
4x4 armoury. These include the availability of a locking
centre differential to further improve its remarkable
ability in extreme off-road conditions, such as over
boulders or through shifting desert sand.
Unveiling the latest Discovery marks the second new
vehicle launch in a matter of months by Land Rover, the
British-based company now part of the Ford-owned Premier
Automotive Group.
Like the all-new Range Rover, launched to considerable
critical acclaim at the start of 2002, the new Discovery is
instantly recognisable by its dynamic new ‘face’, dominated
by stylish and highly efficient twin pocket headlamps and a
revised front bumper assembly. There are changes at the
rear, too, with enhanced lighting arrangements, and a new
wheel collection to further emphasise the visual changes.
Changes to the latest Discovery go far deeper than cosmetic
alterations. There are also improvements to the vehicle‘s
on-road driveability, refinement, quality, reliability and offroad ability.
As with the new Range Rover, the latest Discovery is
designed to be equally at home on the motorway as it is
on the mountainside. Enhancements to the chassis have
improved the on-road ride and handling while new colours
have given the interior a new ambience. Greater attention
to refinement has produced a vehicle that’s quieter than
before, while improvements in build quality will enhance
the ownership experience.
Among the 700 major and detail changes are:
•
•
•
•
•
•
•
•
•
A new face, inspired by the new Range Rover
Revised rear lights for extra safety
New centre Diff-Lock for greater off-road ability
Prestigious new interior colours
New thicker-style roof bars
New front bumper with increased step height
Refinement improvements
Braking and suspension improvements
A new 4.6-litre V8 version, for North America
Add these new features to Discovery’s proven attributes
such as high and low ratio permanent four-wheel drive
system, rear air suspension and the vehicle’s battery
of pioneering electronic control systems including
Electronic Traction Control and Hill Descent Control,
and the new Discovery is well equipped to defend
successfully its reputation as ‘the best 4x4 by far’ from the
world’s leading 4x4 manufacturer.
The latest Discovery continues to be available with Land
Rover’s pioneering Active Cornering Enhancement (ACE),
which electronically reduces body roll on the road but also
improves wheel articulation off-road.
The 2003 Discovery is powered either by the proven 4.0litre 136 kW (184 bhp)(185 PS) V8 petrol engine or the
2.5-litre 101 kW (138 bhp)(137 PS) Td5 five-cylinder
turbodiesel engine.
The Td5 engine produces up to 340 Nm (250 lb ft) of
torque at under 2,000 rpm for on-road driveability and
off-road prowess. For North America only, the latest
Discovery gets a 162 kW (217 bhp)(220PS) 4.6-litre V8
power unit in place of the 4.0 V8. This move is to suit the
unique requirements of that market.
The interior features three new trim colours: ‘Tundra’
green, ‘Alpaca’ beige and ‘Land Rover Black’. These
colour themes give the interior a new ambience, enhancing
the spacious feel of the interior that can seat up to seven
occupants. Among other improvements, changes to noise
insulation and body mountings improve the refinement of
the latest 2003 Discovery.
Bob Dover, Land Rover’s managing director, said:
“The changes to the 2003 Discovery improve key aspects of
the vehicle, from its distinctive styling to its on-and off-road
performance. The front-end styling provides an easily identified
family resemblance to the new Range Rover while the interior
treatments complement its spacious packaging. With the chassis and
power train improvements, Land Rover has built on the Discovery’s
well-known strengths in road handling and off-road capability to
re-assert the model’s class-leading position in the 4x4 marketplace.”
Refinement & Enhancements
Discovery’s striking new face might be the new model’s
most obvious change, but it is far from the most significant.
Much of the £24 million invested in the new Discovery has
gone into subtle but far reaching refinement and quality
improvements.
Typical of the attention to detail are the efforts made
to reduce radial force variation (RFV) caused by out of
balance wheels and tyres. Conventional wheel balancing,
no matter how well done, still results in some out of
balance vibrations between the wheel and tyre. And it is
also rare for the wheel and tyre assemblies at either end of
the same axle to be in perfect harmony with one another.
Even perfectly balanced assemblies tend to go out of
balance once they have been used on a vehicle.
To overcome RFV problems, together with Discovery’s
wheel and tyre suppliers, Land Rover has developed a new
system of balancing not only the tyre to the rim, but also to
bed down each wheel and tyre assembly before they reach
the production line (including that destined for use as the
spare) so that they are in perfect balance with each other
not just from the outset but also after the vehicle has been
used in anger.
Changes to the transfer box, including new mesh patterns
on the gears, extra ribbing on the case itself and revised
mounting points, have been made to lower NVH (noise,
vibration and harshness) intrusion while extensive use
of new damping panels has been made to prevent body
generated boom.
A comprehensive overhaul of all seal fits has been made
to reduce wind noise and water ingress while changes
in production techniques and tolerances has further
improved panel fit. Other NVH issues have been addressed
by changes to the air induction system. A second resonator
has been added to the system to quieten induction roar.
Improvements in the materials used in the interior has
minimised squeaks and rattles while quality improvements
on the production line has dramatically lowered the level
of faults per vehicle. Much of the improvements are down
to the adoption of the Ford Product Development System
(FPDS), which is a quantifiable quality philosophy and
measure used right across all Ford businesses.
Improvements in the driving experience are led by changes
to the braking system, made following customer feedback.
A new master cylinder and revised pad material combine
to shorten pedal travel and to give more feel, especially
under heavy braking. The availability of a locking
centre differential to augment the ETC system reaffirms
Discovery’s place at the top of the 4x4 market.
Greater emphasis has also been placed on pre-production
testing. The new Discovery underwent more exhaustive
testing than any previous example of the model, with the
vehicle often being ‘real world’ tested alongside the new
Range Rover during the latter’s development programme.
Special prominence was placed on hot environment
testing, reflecting Discovery’s popularity in Gulf and North
American markets. Here heat management issues came
to the fore, with new heat shields and air deflectors being
developed for the vehicle, especially in connection with the
availability of the 4.6-litre V8 engine for North America.
Equipment enhancements include the availability of park
distance control (PDC) while new in car entertainment
systems have also been developed. Later this year a
DVD player using a roof-mounted screen visible by rear
passengers will become available. A stylish new range of
alloy wheels and two new body colours allows a degree of
personalisation.
Read about The L318 Chassis on page 15.
More from Land Rover in the next issue:
• Drivetrain
• Interior
• Design & Body
Alex Drummond
The full beam is more straightforward, the old supply drives
the relay, connecting the element to the 30A supply and
taking it to the bulb on the new 17A feed. Again, should the
relay fail, the element is fed directly from the old supply.
At MOT last year, the tester remarked that my headlights
seemed a little dim. Well it didn’t take Einstein to work that
one out, this is a Disco after all. The reflectors were not too
bad for an H-reg and I had tried the blue bulbs, which did
actually help.
Thus, as shown in the photograph you can see there are
four main relays and one additional for the fogs. Each cable
has its own fuse and with the relays well out of harms way
they should be good for >30,000 operations.
Eventually, as I do a lot of driving in the dark (space for
another gag here about disco headlights) I fitted some
low-level driving/fog lights. To save drilling the dash I
wired them to a control relay that latched on if I pulled
the main beam and kept them on so long as the sidelights
were on. This gave the advantage that if the fog was heavy
(as in the Forest of Dean where I do much of my night
driving) then I could turn off the main lamps and use the
fogs and dim-dip.
All was well until one day the fogs mysteriously stopped
working. Investigation showed that there was not enough
voltage at the headlamp to pull on the 12V control relay.
Hmmm. In point of fact there was only 10.2V with the
engine off and 11.4 with the engine running. The battery
was a healthy 13.8V so the fault clearly lay with the cable.
I had two choices here, chase dodgy connections or go
the whole hog and upgrade the wiring and go for high
power bulbs.
Well, I’d fancied trying the 60/80 bulbs that people have
raved about but have concerns about simply wiring them
into the existing circuit. Partly because as things stood the
voltage drop I’d get would make them potentially dangerous
and even with full voltage at the bulbs the existing wiring is
only really good for about 4A and the 80W need at least 6A
So, the upgrade it was. In designing the circuit, a surprising
number of considerations have to be taken into account.
Original specification has different bulbs on different
circuits for reasons of safety. I was not going to compromise
this and furthermore, the whole system had to be designed
fail-safe. Thus, each element has its own changeover relay,
wired up so that in the event of the relay failing the original
voltage will pass through. The dip beam relays caused a
problem as the vehicle is designed to have so-called dim-dip
meaning that it is not possible to drive with sidelights only.
To maintain this ‘legal’ aspect I used a 7.5V zener diode and
power transistor to control the relay. When the dim-dip is
operating the voltage is around 4.5V, and the element is
connected to the original supply lead. When the dip beam
goes on, the voltage rises to 12V and this now passes through
the threshold voltage of the zener diode and turns on the
relay. Power to the dip beam now comes from the new 30A
supply and is fed to the bulbs on 17A cable.
Connecting it up was straight forward. I’d dismantled some
spare headlamp connectors and soldered the new 17A cable
straight on to them to ensure a reliable connection. The
main supply lead comes directly from the bulkhead junction
and I took the earth down to the where the other earth
connects below the header tank.
The result is fantastic. There is now no need to use the
driving lights in anything other than fog. The rest of the
time I have plenty of light whether on dip or main. And
for those of you who think I must be going round blinding
everything that approaches, well, I can honestly say that in
six months of use, no-one has flashed to complain. I have
made sure they are properly aligned and all in all (legality
of 80W bulbs aside) I suggest that this upgrade has made the
vehicle safer on the roads.
Total cost of components around £50 and one days work. A
bargain. Circuit diagrams below for those tempted.
Each dip beam element is connected as shown in diagram 1
and full beam as shown in diagram 2.
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If anyone wants advice or help then contact me on
alex-drummond@care4free.net
Door Check Straps
If you happen to replace one of these parts, check to see if
it’s stamped with ‘R/H’ or ‘L/H’ so you get the correct part
for the door you are working on.
My 1991 200Tdi Disco had a problem with the leading edge
of the drivers’ door, which seemed to be splitting. This was
found to be caused by a worn door check strap, allowing the
door to open 90 degrees the to body. Shardlow Land Rovers
had one in stock at £18, which I went to collect along with a
few spare trim fittings.
If you own an older Disco that has had a few owners before
you it may be worth having a look at the door check straps
to check on their condition. A give away sign is if you are
parked facing down hill, when you open the door it flies
open all the way instead of only part way.
When the old part was removed you could see what had
happened, the lug at the top (see photo) had bent inwards
and cracked the body of the part open. This allowed the
two very badly worn bushes to open too far which in turn
meant the door opened until it pushed against the back of
the bottom hinge.
The Snooper SD715iS
Roger Spencer
This pressure was too much for the door skin and leading
edge to stand and they split. It seemed a good idea to check
the nearside door as well.
This was also showing signs of only being limited in its travel
by the bottom hinge. I was lucky that the door had as yet
not been damaged.
The following Saturday we were at Billing, where I spotted
a new check strap in a spares bin on the John Craddock
stand. The guy on the till said he didn’t even know what
it was and asked for ‘a fiver’, which I was more then happy
about. Sunday afternoon saw the door trim off and the new
part in place.
Alex Drummond
Ever considered getting one of those police radar detectors?
Great eh? Do whatever speed you want and then when it
beeps you can slow down to an appropriate speed. Well
think again. For reasons I shall highlight below, if this is
your thinking then you will get caught and you’ll deserve
what you get. However, if like me you have held a spotlessly
clean licence for over 20 years and want to keep it that way
it might just be worth a consider.
A bit of background first. The police use several different
systems for catching speeding motorists. Only some of
these use radar, others being somewhat lower tech, like
following you in an unmarked car. No electronic gizmo
will work out if the guy in the Vauxhall behind you is a
copper. Another aspect of this is that if they are using
something like LIDAR (laser) then it takes only 0.7
seconds to clock you. You won’t have time to do anything
if it’s you they want. Where these devices do come into
their own is in the detection of speed cameras. The police
have increasingly moved towards making their cameras
more obvious, painting them in fluorescent colours and
the like; they want you to see them. If like me you do
a lot of driving in the dark then this device re-levels the
playing field, so to speak, by alerting the driver to a nearby
camera, which you might not otherwise see.
Each one of the check straps took around 30 to 45 minutes
to fit, but you may require a few of the black trim fittings to
make sure your door trim panels go back on properly. The
only tools needed are a 10mm spanner and screwdrivers for
the door pull handle and the small plastic trim around the
door release handle. I also used a flat bar to prise the trim
panel away from the door.
Both doors now stop at half open and when pushed further
will stop when they should do, without the bottom hinges
coming into contact with the doors leading edge.
I’ve found this particularly useful on unfamiliar roads where
its occasional chirps help to keep up the concentration.
The other time I find it useful is on those long stretches of
main road where the speed has been reduced to 50 rather
than 60. Late at night on a long journey it is one more aid
to maintaining the mental focus.
I chose the Snooper SD715iS, which I bought over the
Internet (saving over £50). You need a 5-band detector to
pick up all the camera types used these days and the 715
seems to be the best value for this. Cheaper ones don’t
cover all devices and more expensive ones only increase the
range by a small percentage unless you are prepared to pay
well above £300.
The device is compact and can be mounted in a variety of
ways. Mine sits on the instrument console with Velcro. It
also comes with suckers and a visor clip. I needed to heat
the thermoplastic bracket up to change the angle and it
seems to sit quite well there and doesn’t obscure my vision.
Obviously it needs to be removed from sight (or taken away)
when the vehicle is parked – partly because it would bake in
a stationary car on a hot day, and partly because it’s just too
tempting for some low-life to nick. This is my biggest gripe
in that I would prefer to have it fixed in the car
The operation is really simple; plug it in to the cigar lighter,
turn it on and that’s it. (A drawback here is that the cable
dangles up to the dash and I’m tempted to put a small jack
socket somewhere close to it and chop the lead.)
As you can see from the picture, it has a rotary on/off and
volume switch on the left side. It has a bank of LED’s on the
front edge which combine with a series of different sounds
to indicate both the range and nature of the hazard. On
the top are three buttons. ‘City’, ‘Mute’, and ‘Dark’. Dark
mode simply turns off the LED’s if you find them distracting
you at night. Mine don’t bother me. City and Mute are
useful modes and here’s why. The police are not the only
people who are licensed to use radar. Supermarkets have
detectors on their automatic doors, petrol stations have car
sensors to tell them when to turn on the pump, and traffic
lights are increasingly controlled by radar. As a result you
will find the thing chirping on all sorts of occasions when it
doesn’t seem to need to. ‘City’ mode reduces its sensitivity
to certain types of radar so there are less false triggers. In a
familiar town I turn it off but in an unfamiliar urban setting
it does give advance warning of traffic lights and pedestrian
crossings, which can be useful. Basically, in town it will
bleep a lot. The ‘Mute’ function is useful as it enables
you to silence the device until you have passed whatever is
currently triggering it. You can also set auto-mute which lets
the device bleep a couple of times briefly and then it clicks
away to itself quietly until the trigger is passed.
On the open road it will chirp past petrol stations and on
other odd occasions - including when passing a car with
another make of radar detector. It does give advance
warning of traffic lights, which is quite handy if there are
temporary road works ahead that you don’t know about.
Approaching an active speed camera from the rear it sounds
off at around 75-100 yards. Approaching the same camera
front on and its picked it up over a quarter of a mile away.
Traffic lights and pedestrian crossings typically trigger it at
around 75-150 yards. I did get a laser pointed at me the
other day which is the first time since I got it that it made
that sound. I’d just rounded a bend where a long straight
lay ahead and the police car was sat in a lay-by over half a
mile away clearly shooting anything that appeared on the
horizon. No joy for him but it does serve as a reminder that
were I speeding I’d not have had a chance to do anything
about it. Not only was the hazard around a bend; he was
using the ‘instant on’ type of gun, which gives no signal until
it points at someone. This would apply to any device, no
matter how expensive.
All in all, this device has limitations and strengths. It is priced
at the economy end of the market and I don’t know if more
expensive devices would give better filtering of false triggers,
which is where this device could be improved. As for range
and detection I find it to be perfectly adequate but then my
intention was never to get away with speeding, only to be aware
of when the speed might need checking. This it does. For
me, covering over 25000 miles per year, much of it in the dark
and close to the speed limit, the device has proved its worth.
Intelligently used, I believe it can be an aid to road safety.
The Future of Discourse
Nick Brooker
Support us to make Discourse a quality magazine.
Discourse is the primary means of communication between the
Discovery Owners Club and its members. To compile, publish
and print the magazine is only worthwhile if we have enough
interesting articles about members’ experiences, technical
advice, product features, letters to the editor, advertisements,
a members’ for sale and wanted section, information about
events and their organisers, Club News, etc.
Club membership is growing fast and Discourse needs to
develop with this growth. To do this we need your support.
Comment on this issue and tell us what you would like to
see in the next. Send us your Discovery related experiences
or information about any improvements or enhancements
you’ve made to your vehicle. Tell us about any Disco parts
you’ve got for sale or would like to buy or if you would like
to buy advertising space to promote any products. Maybe
we can help you design the advertisement.
Please contact Alan Smart or myself.
The Land Rover Experience
Book Review by Alan Smart
Life Was a Gas
Stephan Tapp
Some of you may remember an article in an earlier issue
of Discourse. I wrote about the trials and tribulations of
having my 1998 3.9 V8i ES converted to LPG. Well that was
over 20 months ago and I have now as you are reading this,
changed to a newer Td5. (Sorry Neil, Paul, Garry and other
petrol heads for leaving the V8 chapter!!)
So I thought you might all be interested in a few facts and
figures that I have collected along the way.
Here goes...
The Discovery was converted and delivered back to me
on the 15th June 2000 and up to and including the 19th
February 2002 had covered 34,539 not so trouble free miles,
but that’s another story some of you are aware of!
During this time I have used 13,058.94 litres of LPG costing
£5,058.44 and 529.52 litres of unleaded costing £415.93.
The Land Rover Experience by Tom Sheppard is THE book
for all Land Rover enthusiasts! Not the sort of book you sit
down and read from cover to cover, but one you dip into as
and when needed. The 200 plus pages are crammed with
useful information and clear, informative diagrams.
Models covered in the 2nd edition are Defender,
P38A Range Rover and the Series 1 Discovery
(300 series). There are sections on the theory of traction
including a very good chapter on the use of automatics
off-road. Just about every off-road driving technique you
could imagine is covered in theory and in practice and an
explanation about towing and the forces involved. Sounds
a bit technical? Well, as someone who has been towing for
more than 30 years I learned a lot!
There’s a wonderful bit about selecting the right tyres for
certain terrains including sand. It lists in great detail tyre
fitments and rim sizes. There’s a chapter on recovery
including self recovery and details about winches and their
usage. Basic expedition requirements are also covered but
there’s many specialist books on this very varied topic.
Finally there’s a technical section with dimensions, weights
and diagrams showing the largest box you can fit in.
It’s the sort of book you will find difficult to put down as you
flit from one topic to another. My copy is well thumbed and
I suspect there’s a third edition on its way to cover the series
2 Discovery and the L322 Range Rover.
This has saved (comparing cost of LPG per litre vs petrol
per litre) £4,983.39. However, the Discovery in this time
has averaged 12.15 miles per gallon on LPG. Now if we
compare that to 16 miles per gallon on petrol, that figure
is technically reduced by one quarter, so starting with the
initial overall saving of £4,983.39 minus a quarter leaves
£3,737.54, take away the cost of conversion of £2,115.00
leaves a grand saving of £1,622.54 over 34,539 miles. But of
course that is totally insignificant when you realise that LPG
has approximately 98% fewer emissions than diesel!!
Now for the really shocking statistic...
One litre of liquid LPG produces around 240 litres of
gaseous LPG; so if we multiply the total amount of litres of
LPG as above with 240 we get, are you ready for this?
3,134,145.6 litres of LPG gas that have been burned through
it’s engine, yes that’s 3 million, one hundred and thirty four
thousand, one hundred and forty five point six!!! Wow.
A couple of quick figures to add...
Since 15th June 2000 the highest I paid for unleaded was
86.9 pence per litre; lowest was 67.9. The highest I paid
for LPG was 46 pence per litre; the lowest was 34 pence
per litre. Only once did I have to deviate from my planned
route (M1 Leicester) to fill with LPG, and that was only a 12
mile round trip!
And finally...Why have I bought a diesel?
They hold their prices better for high milers like me!!
The Class of ’93
Alan Smart
As many regular readers know, we run more than just the
Discovery. We also have a Range Rover and a One-Ten, all
built and registered in 1993. I thought I’d start a regular
bit on the trials and tribulations of running these older
vehicles and the problems we encounter in the hope that
our experiences may help other members either ward off
troubles before they start or get an idea of what’s in store.
Here’s a ‘diary’ of what’s happened since March this year.
But first, let me introduce our ‘fleet’. The One-Ten CSW
is a recent addition and now boasts 120,000 on its 200Tdi.
The Discovery is a 200TdiS and is effectively one owner and
has now covered 167,000 miles (for more on its history, see
Discourse 3). Memsahib’s Range Rover is a 3.9i V8 Vogue
we acquired five years ago, is ex-factory, has done 93,000 and
has an LPG conversion.
MoT time for the Disco in March was a bit eventful this year.
I had arranged for the rear brake pipes to be changed as
they were definitely looking a bit scabby. Then I got the
phone call. The power steering pump had failed. During
the warm up drive to get the engine up to temperature
for the smut test, the pump’s bearing had failed causing
it to lock solid. Of course, the fan belt wanted to carry
on and promptly snapped! I suppose I can’t complain at
that sort of mileage. Then the water pump sprang a leak
shortly afterwards. The One-Ten’s water pump came out in
sympathy the next day…….
Got seven seats in your Discovery? Ever tried to change a
rear light bulb? Forget the handbook; it’s a work of fiction!
If you have double-jointed fingers about ten inches long you
might be in with a chance. Memsahib has small hands and
she could not get the bayonet base out either. In the end
it was a case of undo the plastic wing nuts that secure the
lamp unit to the body and take the whole lamp cluster out.
After that it was easy! Or maybe I should have taken out the
jump seat.
The Range Rover sounded as if it had an exhaust leak but
on only one cylinder. We fitted a stainless steel sports system
to it soon after we bought it and threw away the cats!
On closer inspection, number 7 (near side rear) was blowing
at the joint with the head as both bolts were loose. The
original cast iron manifolds use a horseshoe locking washer
but these would not fit the new manifolds so we just used
spring washers. Maybe Land Rover knows something I
don’t! The top one was a doddle. The bottom one was a pig.
From beneath you could do about a twelfth of a turn with a
ring spanner, then turn the spanner over and do it again!
Twenty minutes later…
I broke the radio aerial on the One-Ten whilst doing a bit
of green lane clearing. What a silly idea to put a rod aerial
on an off-road vehicle. (I put an electric one on the Disco
and the RR’s is built into the rear side window.) I had a
spare electric one but there wasn’t enough clearance under
the wing. I bought a rubber aerial but the problem was to
run the cable back to the radio meant taking half the dash
to pieces. Have you seen how many screws hold a OneTen’s dash together? With a couple of TV type connectors
I chopped the ends off under the wing and fitted the TV
connectors and, hey presto, all is well again.
I was going to use the trailer on the One-Ten for the first
time and thought I’d check the socket first. I’m glad I did.
I was all wired back to front! So much for LR’s towing kit!
The low note horn on the Range Rover had packed up so
instead of shouting “GET OUT OF MY WAY” it would issue
a feeble “excuse me”. I decided it wasn’t worth doing the
rounds of the independents and got one from my local LR
dealer having got the part number from my parts book.
When I got home and took it out the box it was the high
note, contrary to what the box said. A quick phone call and
they said they would order a new one, which they did. They
ordered it based on the chassis number using LR’s on line
parts system. When it arrived it had the wrong connector!
Third time lucky. Incidentally, the same is true about
washer pumps; some need a converter harness and Classic
Range Rovers and early Discoveries share these parts.
Whilst on the topic of wrong parts, I’ve been waiting four
months for an off-side rear door seal for the One-Ten.
Three attempts all yielded a near-side pretending to be an
off-side. LR have to put a stop on these parts and do a bin
sort right back to the supplier. I hope it turns up before the
wet season.
Then there was that smell of diesel from the Disco. Every
time you stopped, there it was. I checked under the bonnet
and all the fuel lines but no sign of a leak. I even sniffed
at the filler cap to no avail. Then I noticed these strange
spots on the spare wheel cover after a long motorway run.
A peer underneath revealed a smear down the tank and
immediately knew what to suspect. Out with the rear carpet
and removed the hatch in the floor.
The return pipe on the sender unit was in pretty bad shape and was badly corroded. My Waxoyl had not got this far! A new
unit soon had it sorted. A perforated feed pipe usually results in poor starting and running. I’m glad that mine was the
return pipe. Interestingly, my Jenolite attack on the rear floor three years ago has held the rust at bay.
Then the wipers decided to cause grief. They were getting slower and slower and at park they sometimes had a little
judder as they hunted on the limit switch. A new motor assembly cured this. Not difficult to fit on a Disco (but the
similarly equipped RR would require far more dismantling!). The motor was just plain worn out which must say
something about our climate! I hope my One-Ten door seal comes soon….
At 165,800 I finally had to have the original clutch replaced. It was dragging causing reverse to graunch if you didn’t
touch a forward gear first. Once it was all on the floor the trouble became apparent. The release mechanism had
gone stiff causing it not to fully release. The bearing and diaphragm fingers were very worn but the friction plate was
less than half-worn. Not bad considering the amount of heavy towing it’s done. Here’s a tip: the later LR supplied
clutch plate for the 200Tdi now only has four cushioning springs instead of the original eight. On fitting the later
plate some people have found this causes excessive first motion shaft rattle on tick over. My man recommended the
AP plate that has eight springs. Mine is fine but I can’t get used to the lightness of the new one making the OneTen clutch feel very heavy. A couple of days later the One-Ten’s pedal went all floppy. All the clutch fluid had just
disappeared. Not a visible leak anywhere. The slave cylinder was shot and the master not a lot better so both were
replaced. Problem solved.
It’s been an eventful six months and I have no doubt there’s more in store. The Range Rover needs new brake pipes (it’s
ABS so I’ll leave well alone) and all its mudflaps replacing. The One-Ten has a weeping swivel. The Disco needs a new
thermostat before the winter and the rear screen changing (in the garage I have a later type with high-level brake light).
Treasure Hunt with a Difference
Vicky Hill
For the majority of us that met at The White Hart on 10th
August, we thought we knew what we were letting ourselves
in for, we’d done the Treasure Hunt earlier in the year and
had volunteered to marshal and take photos at strategic
points along the route. Little did we know how different it
would be.
Nick & Eve, Paul & Debbie W, Andy, Chris M, John, Paul
J & myself departed to take up our posts, leaving Paul W
with Tim, Graham, Chris W & Mikey, puzzled as to why
they’d been asked to bring a plastic carrier and a stamp
pad, along with a compass, pen and map.
Each vehicle left at 10-minute intervals after being given
what I can only say resembled an exam paper of directions,
questions, grid references and a list of weird and wonderful
things to collect. The idea being to drive the route, finding
the answers to the questions, taking note of ID’s and
marking the paper with the various rubber stamps that were
hanging at the grid references, and collecting the items
(hence the plastic bag).
All appeared to be going well until I arrived at the ford where
I was supposed to be videoing everyone going through the
stream. Instead of finding a stream, I was confronted by
what resembled a fast flowing river. With the help of Chris
M whose location was nearby, we decided we’d better check
it first. So, standing on the bridge that the treasure hunters
were supposed to nose their vehicles under to get at a stamp,
Chris lowered a garden fork, (yes! I know it was an unusual
item to check water depth with, but I wasn’t going to walk
it) to find it almost 3 feet deep. We thought we’d better
contact Paul W, the conversation went something like:
C: I don’t think anyone will get through the ford; the
water is 3 feet deep.
P: You’re jesting, I only drove it last night, it was fine.
C: You’d better come and look.
P: I’m on my way.
Paul arrived, surveyed the scene and agreed it was a bit
deep, but said there was another track further up stream
that we could check out. He set off, leaving Chris and myself
trying to retrieve the stamp that had fallen into the water.
Half way back up the track, after giving up on the stamp, I
got a phone call from a rather distressed sounding Paul:
P: Did you get the stamp?
V: No
P: Forget it then, I’m stuck.
V: Where are you?
P: In the water.
V: We’ll be there in a couple of minutes.
Driving down the next track, who do I see walking towards
me but Paul, looking to say the least, a bit damp, with his
phone and fags in his hand.
V: Where’s the Disco?
P: Just down there…………..in the water.
V: How come you’re so wet?
P: I’ve had to climb out of the window.
We followed Paul down the track to find a sight that
everyone must dread, Donald his Disco, half submerged, in
what looked like a lake.
It was at this stage he decided to abandon the hunt and
summons help. Phone calls were made to all involved,
suggesting that if they wanted to come and view his
predicament, they were welcome. It was decided that
most of the vehicles should stay at the top of the lane and
just a couple, Tim’s Discovery and Mikey’s 110 would ferry
everyone down. About 20 minutes later, a quiet secluded
part of the Worcestershire countryside was filled with wise
cracks and manic laughter. Concerned at what Ann, his wife
might say, Paul was offered a Viking funeral, with a wreath
of water lilies.
Tow ropes were connected to Tim’s Disco and Paul waded
out and attached the rope to a very forlorn looking Donald,
only to find he couldn’t get in, Donald had decided to
protect himself by locking the doors and closing the
windows……….with the keys still in the ignition.
Eventually, after trying several sets of keys the only option
was to tow him out unmanned, well a Disco with a mind of
its own is not easy to control; not satisfied with going for
a swim and locking Paul out, Donald had decided he was
going to try a bit of off-roading and halfway out mounted
the bank, this proved just a bit too much for Tim’s Disco,
Donald had dug his heels (oops! I mean tyres) in and
was not moving. Mikey’s 110 was then called into action,
another rope was attached between Tim’s and Mikey’s
vehicles and the pair of them together managed to get
Donald onto dry-ish land. But there was still the problem
of getting inside, there wasn’t one decent car thief amongst
us but eventually Andy came to the rescue by removing the
alpine window, reaching inside and opening the rear door.
The dog guard was removed and at last Paul climbed inside
and opened the driver’s door. The bonnet was lifted but it
was decided to get onto terra firma before attempting any
possible repairs.
So, Tim towed Donald (with Paul at the wheel) up the track
back onto the tarmac road where the rest of the vehicles
were parked. There were some very strange stares from
passing motorist, I suppose nine Discos and a 110 parked in
a country lane, with everyone huddled round one on them
must have looked a bit odd. Requests for spanners went out
and, led by Nick, the injectors were removed. To shouts of
‘clear the slipway’ Donald was rocked forward, only to find
the engine was, not surprisingly, full of water. The repairs
were abandoned and he was eventually towed home by
Tim.
More treasure hunts are planned and I understand Paul is
fitting a snorkel, so watch out!!
Donald the Disco is now ‘Donald Duck’,
Paul is now ‘Captain Nemo’ (Underwater treasure hunts are
his speciality).
The L318 Chassis
Land Rover
The new Discovery continues the Land Rover tradition of
a wide breadth of capability, combining confident on-road
handling with renowned off-road prowess. The key to this
ability is the widespread use of some of the most sophisticated
electronic chassis control systems in the world.
Designed to give outstanding car-like handling attributes
in a large vehicle, Active Cornering Enhancement (ACE)
is unique to the Land Rover Discovery. The system is
operated by quick-reacting hydraulic actuators powered by
a high pressure pump. The actuators automatically stiffen
the suspension guided by an electronic control unit taking
information from vehicle-mounted sensors. The result is
a reduction in body roll in cornering, giving extra driver
confidence and passenger comfort.
The ACE valve block controls pressure flow to control up/down
force to front and rear anti roll bars
ACE functions off-road too. The control unit can detect
off-road driving patterns and adjusts the suspension to allow
greater articulation giving extra agility. On side slopes
the ACE system will lock the suspension for improved
confidence. This innovative and intelligent system is a
no-compromise approach giving agile on-road handling
without compromising off-road performance.
The Discovery can seat up to seven passengers, carry a large
payload and tow up to 3500 kg. With this wide variety of load
conditions, it is important that the Discovery maintains a
level stance. This is achieved with Self-Levelling Suspension
that uses air springs in the rear suspension system fed by an
electronically controlled compressor. Sensors detect vehicle
attitude and adjust the suspension to maintain a level
position, regardless of load. Self-levelling avoids having to
use stiffer springing, preserving smooth ride comfort.
The new 2003 Discovery is fitted with Hill Descent Control
(HDC) as standard. HDC was granted the Queen’s Award for
Enterprise for Innovation in 2001 and is a further example
of Land Rover’s innovative approach to off-road driving
conditions. First seen on the Land Rover Freelander and
also featured on the new Range Rover, HDC supplements
normal engine braking while descending steep slopes
off-road. Operating only in low range, HDC applies the
brakes to slow the vehicle, maintaining maximum control.
The ETC system is designed to give outstanding results when
driving off-road without the need for control over the centre
differential. ETC operates by applying braking to a spinning
wheel preventing it from expending all available power and
thereby providing traction to wheels that have grip.
Ride height Sensormeasures
height of rear axle to enable
SLS to keep vehicle trim
height constant.
As with the ACE system, the air suspension has additional
functionality reflecting the heritage of the Discovery. Simply
by pressing a facia button when off-road, the air suspension
raises the body, to provide extra clearance at the rear to
increase departure angles. And should the vehicle ground at
low speed when off-road, sensors will detect a spinning rear
wheel and automatically raise the rear springs to help lift the
vehicle out of trouble. A further function allows the rear of
the vehicle to be lowered to facilitate hitching of a trailer.
Certain versions of the new Discovery are available with coil
spring suspension all-round. As well as improving tolerances,
the latest changes include a wider variety of spring rates so
that reaction to vehicle mass can be optimised across a wider
range of specifications.
Standard on all models is a four-channel anti-lock braking
system (ABS).
The system incorporates Electronic
Brakeforce Distribution (EBD) that adjusts the braking
to suit the vehicle load condition optimising the braking
effect. For 2003, the all-round disc brakes have been fitted
with new pads and the hydraulic system features a revised
master cylinder with revised stroke. Coupled with changes
to the brake calliper piston and modifications to the ABS
control programme, the new brake system has improved
sensitivity, pedal travel and feel.
Allied to the ABS system, the latest L318 Discovery is
fitted with four-wheel Electronic Traction Control (ETC)
as standard. The system has dual mode functionality
for on-road and off-road environments increasing driver
confidence in all conditions.
Having a wheel spinning can, under certain extreme
circumstances, be undesirable as it means that traction
has been broken. For users likely to encounter such
conditions, the new 2003 Discovery will be offered with
a mechanically locking centre differential operated by
a centre-mounted lever. This feature locks the relative
movement between the front and rear axles preventing
wheel slip and maintaining traction.
Perfected by Land Rover over more than 50 years of
development, Discovery’s separate chassis offers the
strength and rigidity needed for a serious 4x4, but uses
the electronic enhancements to provide confident car-like
on-road behaviour and ride refinement.
Featuring six cross members and no fewer than 14 body
mounting points, its stiff construction is the anchor for
the dynamic control systems that endow the Discovery with
its on-road control and refinement and its off-road ability.
For the new 2003 Discovery, the body mounting points use
revised materials to improve refinement.
Wide track beam axles have lateral location at the rear
by a Watts linkage and by a Panhard rod at the front.
Vertical location is by radius arms pivoting on low friction
bushes. Revised front suspension geometry includes an
optimised ride height to improve cornering composure
and steering precision.
Watts Linkage prevents lateral movement of the rear axle.
The front axle uses open yoke universal joints giving accurate
steering response and a tight turning circle. The power
assisted worm and roller steering has also been revised to
enhance feedback and on-road accuracy still further.
With acknowledgements to Land Rover for the pictures used.
Discover South Wales’ Lanes
John Batchelor
South East Wales has a marked scarcity of green lanes ‘legal’
for driving. However, there are a few up in the Brecon
Beacons that are worth a days wandering for those of you
from outside the area; particularly if coupled with a little
walking. The routes described below have all been driven
in my standard 300Tdi Discovery on Michelin 205/80 R16
XPC tyres without any damage. All lie on the Ordnance
Survey 1:25000 Outdoor Leisure map OL12 ‘Brecon
Beacons National Park - West & Central Areas’.
The Maen Madoc standing stone
Start by making your way to the little town of Glyn-Neath on
the A465 ‘Heads of the Valleys’ road. From there take the
B 4242 road Eastwards to the village of Pontneddfechan. If
you fancy some rambling, fork right at the Craig y Dinas
pub and continue down to Craig y Dinas rock. From the car
park there you can walk for a couple of miles or so North
East along or above the Avon Mellte river to its junction with
the Avon Hepste. A short way upstream on the Hepste you
will find the impressive Sgwd yr Eira waterfall.
Returning to the car, those of you who are amateur industrial
archaeologists will see the remains of various gunpowder
works and silica mills. Take the car back to the fork at
the pub and turn right, signposted Ystradfellte. About 2.5
miles up this road there is a parking area and from there
you can walk down a track on the right to the Lower and
Upper Sgwd Clungwyn waterfalls; again well worth seeing,
particularly after heavy rain. A mile or so further up the
road another turning on the right allows you to drive down
to Porth yr Ogof; a large cave entrance through which flows
much of the water in the river Mellte.
But enough of this walking. Follow the road on up to
Ystradfellte village and turn left (signed Sennybridge) at
the pub. In fact, after all that exercise, stop there for a pie
and a pint!! Once out of the village the road initially runs
through lightly wooded meadows before climbing gently up
to open hillside. In about 1.5 miles keep your eyes open
for the easily seen road on the right signposted to a picnic
area, because about 300 yds beyond on the left is the less
easily seen gated entrance to the first of our ‘green lanes’ at
OS Ref. 926166. This is part of the old Roman road ‘Sarn
Helen’ that ran from Neath in the South up to Brecon
and beyond. At this point Sarn Helen is a stone surfaced
track which in many places shows clear signs of its original
Roman surface. It is listed by Powys County Council as an
‘Unclassified Road’. (Powys covers 1/5th of the area of
Wales but has only 1/25th of the population and has over
600 km of UCRs under its control).
The track rises gently through a modern forested area
before levelling out on the plateau near to the Maen
Madoc standing stone (on the left). This has a Latin
inscription down one side that is claimed to read
“Dervacus filius Justi ic jacit”. It is difficult to read and
beyond my O level 40 years ago Latin to translate!!!
The road continues in a south westerly direction before
descending gently to a ford on the River Neath at 911148.
Up to that point it presents no difficulty. However, the
exit from the ford is stepped and leads to a fairly steep
section of some 20 yds that is also badly stepped. While I
am reasonably sure that it could be climbed by a standard
Discovery, you would need to be very cautious and have
someone outside the vehicle to guide you.
Also, if you failed to climb the section you would have
a rather buttock clenching reverse back down!!! I have
inspected this point both alone and when accompanied
by Matthew and Ros Yeoman in their standard Discovery;
and on both occasions opted to turn back at that point,
so I cannot comment on the difficulty of the road beyond
there. If you were to continue, I understand that the
road runs on for about five miles before becoming
impassable in a Forestry Commission plantation at about
880117. The road continues on the Explorer Sheet 165
as a BOAT down to rejoin the B4242 at 785001 just East
of Aberdulais; again I understand it is passable from that
bottom end but cannot vouch for it myself.
Ford on Sarn Helen at SN 911148
Returning from the ford to the Ystradfellte/Sennybridge
road, continue North for a little over a mile to 925184 where
Sarn Helen now forks off to the right.
The initial 1.25 miles of the road presents no difficulties,
having a fairly smooth stone surface, though lacking much
sign of its Roman origins. It follows the contour line of the
hillside, dipping a couple of times to minor fords. Then
comes a downhill section where much of the road has been
worn or washed out. Get out and walk this bit and, if you
are on your own without another vehicle, don’t attempt
it unless you are happy about your ability to get through.
Once started there is nowhere to turn round and I doubt if
it is possible to reverse back uphill unaided.
Bridge at Blaen-cwm-du.
However it is quite possible to get a standard Discovery
through, going gently and with a bit of judicious rock
moving here and there. You will have to get used to some
fairly acute side tilts in a couple of places. As always, plan
the route ahead and position the vehicle carefully. Take a
few minutes to look at the views to the West, glorious on a
fine day.
After that the track improves again for another half mile
or so, before coming to another similar downhill section.
This one however is not as bad, being mostly smaller
stones and fewer side slopes. The stones here are fairly
rounded and very loose, so you may have to do another bit
of ‘gardening’; go slowly to avoid sliding. This drops the
road into Blaen-cwm-du where it crosses the stream on an
old bridge at 942215. This particular area is very pleasant,
being a sheltered valley with good views to the North West.
The track continues with a gentle climb out of the valley
and follows the contours for another couple of miles. The
surface on this section is very good, one could probably
drive it in a normal car without great difficulty.
Coming to a tarmac road at 959238, continue straight ahead
along it for just over .75 miles to the point where it meets the
A4215 road at 967248, then carefully go straight across. In a
few hundred yards this will take you onto a totally different
surface; namely two ruts running through open mountain
grassland. There is approximately a mile of this, with ruts
of varying depth. Driving it in June and July after a spell of
reasonably dry weather we had no problems, but I suspect
that in wetter weather it might be necessary to straddle the
ruts in a couple of places since my unguarded diffs were
occasionally rubbing the grass.
The lane crosses a tarmac road at 976261 a couple of
hundred yards short of the Brecon Beacons Mountain
centre, where you can get a cup of tea and have a look
round their exhibitions. Theoretically the road continues
on for another mile but, despite its status as an unclassified
road, the Brecon Beacons Parks Authority have placed a
notice in the middle of the track banning vehicles beyond
that point.
If you turn right down the tarmac road you will descend to
Libanus on the main A470 Merthyr - Brecon road, along
which Brecon is only four miles away on your left. Turning
right at the roundabout on the edge of Brecon and following
the main road into the town, in about a third of a mile you
can turn right by the church with a spire at 038283. This road
leads almost due South out of Brecon and in about 3 miles
at 036235 reaches the famous ‘Gap Road’. Unfortunately,
this RUPP has a permanent TRO on it and is only open for
vehicles during the months of March, September and 1st to
15th of October. Also, at its South end, someone (rumoured
to be the SAS) has blown down the bridge across Nant y
Gloesydd at 034181 making the final half mile inaccessible.
So if you are there in the right months and tackle it, you
have to be aware that you will need to return the same way. I
haven’t driven this route but have walked it from the South
end up to the ‘Gap’ at the top of Craig Cwm Cynwyn. That
section would not be difficult although there are a couple of
places where the edge of the track has washed out making for
narrow sections and side slopes. Not advisable on your own.
I haven’t yet done the section southwards from the Brecon
side up to the Gap, so cannot comment on its difficulty.
Further East, adjacent to the Talybont Reservoir, lies
another interesting UCR. To get to it head East from
Brecon on the main A40 trunk road. About 1.75
miles after passing Brecon Barracks there is a left turn
signposted Pencelli. This road turns through 270 degrees
to pass under the A40 as if you had actually turned right;
follow it on through Pencelli to Talybont village and look
for the signs for the Talybont reservoir. The lane starts
from Ref. 103205 at the Western end of the dam and
runs across the dam before turning South West along the
shore of the reservoir.
West Northerly Section of Sarn Helen.
In a little over half a mile it turns away Southwards and
begins to climb into the woods. When Mat, Ros and I
drove it in early July, the branches here were overhanging
the track and we spent quite some time with shears and
loppers cutting them back, so if you value your paintwork
this is not for you!!! At 104191, the road turns under the
old Brecon to Merthyr railway line, which is now used as
part of the Taff Trail for walkers and cyclists, and at that
point it is narrow due to the collapse of a retaining wall on
the uphill side; it is also fairly rough though drivable. We
cut our way up a further half mile beyond that point but
then decided to call it a day since it was obvious that we
would have to continue cutting back branches for some
further distance. Emerging from the woods the track
forks at 101177. The right hand fork descends WSW back
through more woodland to eventually rejoin the tarmac
road at 081174. I haven’t travelled that part either by
Discovery or foot, so can’t comment on its difficulty.
The left fork at 101177 rises steadily South Westerly to the
crags of Darren fawr before opening out onto relatively
level hillside and continuing across South Westwards to a
point 073154, where it beings to drop downwards alongside
another plantation. In the past, the open hill section and
the first third of a mile beside the plantation were very wet
and heavily cut up and at Christmas 2001, a TRO was placed
on this section ‘for repairs’. At the time of writing (July
2002), I’m not certain if this has been lifted. Certainly it is
not a route to be followed in a solo vehicle. The final mile of
the descent to the tarmac at 058144 takes you past the Local
Outward Pursuits school at Dol y Gaer.
These are just a couple of suggestions for you to explore; I
hope you enjoy them. The experts out there will find them
easy; for the beginners I can say that I’ve either driven them
in a standard Disco or walked them but don’t blame me for
any damage you do to your vehicle!!
Happy laning.
2002 Abingdon 4x4 Festival
April Lamont
As we turned onto the former airbase and now the Army’s
Dalton barracks, through the blazing sunshine we could see
a small village of tents and caravans. Once again we had
arrived at Abingdon.
Saturday arrived again with a blazing sunrise, the sound of
V8’s and the smell of sizzling bacon. I had the chance to
talk to a few people who, with great delight, would show me
their vehicles. Ranging from Neil Brownlee’s explicit style
beast to the most polished and chromed Discovery I’ve ever
seen. Thrown into this mix was The Aylesbury Land Rover
Fanatics Club with various series vehicles and Hybrids.
9 am saw roll call, Marshalls being given duties and a goody
bag of food, bouncy castles inflated, kids quads raring to go
and the various stalls fully manned. The Oxfordshire Fire
Protection Service had done a sterling job creating water
hazards on a very dry course.
At 10 am the steady stream of all manner of off-roading
vehicles arrived. The DOC provided advisors free of charge
to assist the less experienced of drivers and the vehicles
began a steady procession around the 2 mile course. As
marshalls at the start, we had the opportunity to speak
to most people, who without fail, thoroughly enjoyed the
challenge of the mammoth course.
Drivers ranged from the pensioner in the Vitara with the
picnic hamper in the boot and the DOC advisor in the front,
to a Barja Buggy. Most enjoyed it so much that they did
several laps with a different face in the driving seat on each
lap, some people were even changing vehicles. Altogether,
200 vehicles took to the course and being longer this year, it
alleviated the queuing problems of last year.
In detail, the course was challenging but non-damaging, with
all elements of off-roading covered - moguls, steep hill, water
splash, cambers, grass land and a very interesting combination
water-splash and steep hill. All the harder sections had escape
routes so you could decide if you would risk your brand new
vehicle or thrash your 30 year old Series II.
On hand were St John’s Ambulance in a 110 (who also did
2 circuits, purely for fun) but other than for a request of
aspirins were unrequired, a number of recovery vehicles at
strategic points and a plethora of marshalls. As far as I am
aware, there were no damaged vehicles, other than the odd
grounded tow hitch (always happens, we’ve got one).
Saturday night saw a social event in the large beer tent and a
barbecue for 150 people, catered by the Fire Service.
Sunday arrived much like Saturday the V8’s had a bit more
gusto - this was the organisers/marshalls play day. We woke
up at 8am and, on asking if we could go on the course, with
a nod from Gary Tredwell, Finlay was racing back to our
Disco and we were off.
Having done a couple of circuits and found some interesting off-course features to play on, we decided to encourage other
members tackling various hazards. Most of us took to the top of the steep hill, applauding those who made it, giving those
who didn’t some encouragement.
Overall it was a very relaxed atmosphere that belied the fervent work going on to keep an event like this going. What an
excellent day, for those who missed it, same time same place 27th & 28th September 2003. Yes, both Saturday and Sunday.
A big thanks to Gary Tredwell for organising the event and a big slap on the back to all that were involved in it, albeit
turning up to drive the course, marshalling or generally assisting. Last but not at all least, it should be remarked that the
event is a charity event in conjunction with International Rotary Club of Abingdon and money will be divided between local
charities and the International Eradication of Polio.
Just to sum up the
atmosphere, next to my
caravan was a man with
a beautiful burgundy
Disco, highly polished
and chromed, which
had developed a gear
box problem and had to
be towed off the field,
I said to him “You must
be
disappointed
not
driving the course” he
replied “I wouldn’t take
this off-roading, I’m just
here to take part in the event”.
Abingdon really is much more
than just off roading.
Andalucian Adventure
Kim & Jeanette Hollings
‘COME AND PREVIEW THE NEW DISCOVERY’ it said at our
local Land Rover dealership. So, one quiet Sunday afternoon
I persuaded Jeanette to take up the invitation. Jeanette was less
than enthusiastic but, as it was just around the corner, agreed
to a quick look. Hollingdrake had a number of vehicles on
show with various specifications. While I looked around the
cars Jeanette collected all the brochures and freebees for the
kids. I have to say that except for the front, the new Discovery
doesn’t differ greatly from our series II TD5.
Once we had filled out an information form sent to us by Land
Rover the date for our adventure was set. We were scheduled to
fly out from Gatwick to Seville early on Friday 13th September.
(Fortunately I’m not superstitious). Our Land Rover guides
were Sarah & Graham who met us at Gatwick where we were
treated to our very own check in desk.
Having seen the new car, we were just about to leave when a
member of staff persuaded me to enter the prize draw for a
Weekends Off Road Driving in Spain. Muttering something
about mailing lists and junk mail I reluctantly filled out the slip
and put it in the entry box.
We departed at 7:30 in the morning and after an uneventful
flight arrived in Seville at 11:00 local time. A swift coach
journey and we were at the hotel Cortijo El Esparragal,
a superb 5 star country hotel in the middle of the large
Esparragal Estate. After a few formalities, disclaimer forms,
checking of driving licences, etc., we were treated to a
superb lunch on the terrace before being introduced to
our vehicles for the weekend. There were 9 couples on the
adventure and each were allocated a vehicle.
The following day I am sat at my desk trying to shake off
the Monday morning blues when the phone rings... “Mr
Hollings?”.... “Yes”.... “This is Clive from Hollingdrake Land Rover.
I am please to tell you that you have won a weekend Off Roading in
Andalucia, Spain”.... I was gob smacked!
The Discoveries to be used were Adventurer spec TD5’s with
rear adjustable suspension, aircon (very important), two way
radios and additional electric cool boxes had been fitted in
the back for snacks and drinks. The only non-standard off
road kit was a hefty towing ring fitted instead of a tow bar.
Crew vehicles were much more comprehensively equipped;
they where both 4 litre V8’s and sported Warn winches,
extra lighting, GPS, full length roof racks with spare wheels
and recovery equipment. All the vehicles were decked out
in silver with Land Rover Experience decals.
The first afternoon was spent familiarising ourselves with our
Discoveries. We were taken for an Off Road drive through
the estate to a purpose built course used by the hotel for
corporate events. On route we were instructed on the use of
the low ratio box, when to use the Hill Descent Control and
when to raise the suspension. At the Off Road area we had
to negotiate various obstacles, each of which demonstrated
different capabilities of the vehicles. By far the most scary for
the uninitiated was the forty five degree side slope followed
closely by a very steep humped back bridge. Once everyone
had driven around the course and developed huge grins we
were taken on a short cross country drive; a bit like UK green
lanes but more sand coloured and definitely more dust!
That evening we were treated to a horse drawn carriage ride
around Seville followed by a top notch gourmet meal. We
went to bed that night, tired from a long day but keen to get
out on the adventure proper on the
following day.
Saturday started not too
early. After a continental
breakfast we loaded our
luggage in the back of
our respective vehicles,
safely restrained by cargo
nets as this was going to
be a rough trip.
We collected
our Discoveries,
impressively
parked in a
row
outside
the hotel front
and after a
quick
radio
check we were
on our way.
The first part
of our journey
took us around
the Esparragal Estate
following dirt tracks of
various quality. Again,
during these first few
miles we were re familiarised with the
low box, hill descent control and the
adjustable suspension. After about 4 or
5 miles we encountered our first major
obstacle, a very steep climb of about a third of a mile.
The convoy was stopped as each driver was individually
instructed on the best technique for making the ascent.
Also, members of staff were placed at strategic intervals up
the hill to assist in the event of a failed climb. Despite some
misgivings everyone made it up the hill safely; the Discovery
very ably demonstrating the advantages of traction control.
We drove across the estate following a variety of terrains
from tight winding dirt tracks to hard sandy roads. The only
car related incident was a puncture sustained by our vehicle,
quickly changed by the Land Rover Crew. The next obstacle
of note was a section of the old Roman road that used to run
from Spain to Portugal. This was very badly rutted and was
probably the most difficult section to drive, with plenty of
cross axle sections and washed out water ways that needed
the suspension raising to it’s maximum height.
Lunch time saw us at a bull breeding estate at La Calera
de Antequerra where we were treated to that traditional
Spanish food Paella. Again, everything was first class,
the Land Rover crew having organised everything like
clockwork. We spent the afternoon driving around this new
estate and were taken down some previously unused routes.
The Discoverys took everything in their stride; I think
some of these sections bothered the drivers more than the
capabilities of the vehicles. As the day progressed we were
provided with afternoon tea at the Cortijo Campillo olive
farm which had in its courtyard a
peculiar citrus tree that bore
six different types of fruit; the
result of some deft grafting
by a previous tenant.
Again refreshed, we set off in
convoy to our final destination
of the day, the Hotel Hacienda
Benazuza on the outskirts of
Seville. This, like the
whole adventure was 5
star plus and we were
treated to palatial
accommodation
with all the facilities
you would expect
from
such
an
establishment.
We
said a final goodbye to
our trusty Discoverys,
these were whisked
back to the start
ready for the next lucky party
of ten couples.
The Land Rover Adventure
was truly superb and although
we were cosseted in 5 star comfort
all the way, we were in no doubt as
to the durability and capabilities of
the new Discovery. Thank you to
the staff from Land Rover: Graham, Sarah, Wendy, Roger,
Colin, Derek, Mick, Mark, Javier and Maria, who worked
tirelessly to ensure not only did we have a good time but a
safe time as well. I would also like to thank the young lady
a Hollingdrake Land Rover for persuading me to enter in
the first place.
2002/2003 Events List
2002
1-3 November - Luxury Winter Camping Trip,
Orchard Farm Stafforshire.
Contact Jim Campbell Tel: 07787 152994,
Email: jim.campbell@cw.com
29 November - 2 December Long weekend to Ypres in France
Contact Jonesthegeneral@aol.com or
Paul Walker 01527 404103
14 December - Northants Christmas Party,
The Quays Billing,
Contact Simon Kay
Advertising in Discourse
Advertising space will be available in future issues of
Discourse. Advertisements can be whole page, half page
and quarter page in either black and white or full colour.
The outside back cover will be available with bleed..
Suppliers and dealers wishing to advertise in Discourse
should contact Alan Smart for a Rate Card and details of
space available.
Tel: 01264 772851, Email: alan_smart@compuserve.com
Contact Nick Brooker on 01628 662566 if you would like
help to compose your advertisement.
2003
16 February - Donnington 4x4 show
Contact Lee Parkes and Chris Gorvin
22 March - DOC AGM and Annual Social
Volunteer needed to book venue and plan social event
- Andy Smith making enquiries.
4 May - Gaydon Land Rover Heritage Run
Landrover Factory to Solihull - Heritage Motor Centre,
24-26 May - DOC Spring Event
Venue and type of event TBA
25 July - Wroughton Nostalgia Show
Contact Garry Tredwell
27 September - ABINGDON 4x4 Festival
Contact Garry Tredwell
News Release
James Taylor made Honorary Member
Small Ads for DOC Members
Members can place small ads for Discovery stuff in
DOCnotes and future issues of Discourse for free. Send
your ads to John Capewell who’ll be editing DOCnotes.
However, if you have a cottage to let or anything else that
would bring in some income, then you’ll also be able to
advertise in the small ads section but will be expected to
make a contribution to the production costs of Discourse.
Contact Alan Smart for details of charges.
Tel: 01264 772851, Email: alan_smart@compuserve.com
“I’m very pleased to be able to welcome him officially to the
Club as member no.1000 and look forward to a long and
productive partnership into the future.”
Just 2 years after its initial launch the Discovery Owners Club
has appointed James Taylor as its first Honorary Member.
James is well known in Land Rover circles for his knowledge
and his active support of the marque.
John Capewell, Chairman and one of the founding members
of the Discovery Owners Club said: “James’s interest in Land
Rovers has influenced the Discovery Owners Club on several
occasions between its conception and the present day. He
was one of the first to stimulate interest in the G-WAC press
fleet Discoveries, which led through a long a chain of events
to the very first Discovery gathering in 1999 to celebrate 10
years of manufacture, the DOC’s conception. Since then
he has supplied us with help and support along the way,
especially by giving us access to his records of these and
other historic vehicles.”
On receiving his honorary membership pack, James
commented “I am delighted to be made an honorary
member of a club that is so obviously doing so well.”
Regional Meets
Central Southern
Location:
When:
Time:
Contact:
Kent
Location:
When:
Time:
Contact:
Langdale Hall Inn, Worlds End,
Beedon, Newbury.
Third Wednesday of each month
7:30 pm onwards
Garry Tredwell. Tel: 01235 520240,
Mobile: 07802 495658
When:
Time:
Contact:
North East
Location:
When:
Time:
Contact:
Location:
The Sportsman PH, Rackham Road,
Amberley, West Sussex.
Third Wednesday of each month
8:00 pm onwards
Tim Arnold. Tel: 01323 489003
Mobile: 07801 292024
Email: tim@sunstarlane.freeserve.co.uk
When:
Time:
Contact:
West of England
Location:
Awaiting details
.
Third Wednesday of each month.
7:30 pm onwards
Don Hoaglin. Tel: Awaiting details
Northampton
Location:
Sussex
Billing Quays, Northampton,
(near Billing Aquadrome).
First Thursday of each month.
7:30 pm onwards
Neil Brownlee. Mobile: 07768 366157
The Wheatsheaf PH, High Street,
Winterbourne, South Gloucestershire.
Last Friday of each month
8:00 pm onwards
Post Vacant. Tel: John Capewell.
When:
Time:
Contact:
Wessex
Location:
When:
Time:
The Rack & Manger, Crawley, Hampshire
(on B3049, midway between Stockbridge
and Winchester).
Second Wednesday of each month
7:30 pm onwards
Contact:
Alan Smart. Tel: 01264 772851
The Stansfield Arms, Apperley Bridge,
Bradford.
Last Friday of each month.
8:00 pm onwards
Andy Myers. Tel: 01943 878330
Technical Illustration
Technical Authoring
North West / Manchester
Location:
When:
Time:
Contact:
Desk Top Publishing
The Railway PH, 1 Avenue Street,
Portwood, Stockport, SK1 2BZ
Second Wednesday of each month
8:00 pm onwards
Kim Hollings. Tel: 0161 480 7096,
Mobile: 07831 541245
Product Visualisation
Camera Ready Artwork
Print Management
North Worcs / South Midlands
When:
Time:
Contact:
The Gate Hangs Well PH, Evesham Road,
Headless Cross, Redditch, Worcs.
Second Tuesday of each month
8:00 pm onwards
Paul Walker. Tel: 01527 404103,
Mobile: 07939 411995,
Email: annpabpaw@supanet.com
��
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��
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��
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Location:
��
��
��
��
��
��
��
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South Staffs / North Birmingham
Location:
When:
Time:
Contact:
Moxull Hall Hotel, Holly Lane,
Wishaw, nr Sutton Coldfield, B76 9PD.
Last Thursday of each month
7:30 pm onwards
Lee Jones. Tel: 0121 603 3632,
Email: lee@trucktech.fsnet.co.uk
Tel: 01628 662566
Fax: 01628 607980
Email: microart@clara.co.uk
Published by MicroArt - 01628 662566
Printed by Hawksworth Graphics - 01889 565234

New style New style - Discovery Owners Club

Transcription

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