My heavily modified Land Rover 110

I will soon be leaving New Zealand and sadly not taking the 110 with me.

I have owned the truck for 22 years, second owner from new (ex-army), and had a lot of work carried out on it to adapt it to New Zealand conditions...

Overview:

Most of the work has been carried out by Carl Furniss of Wellington 4WD; maybe would not have been created without his input, knowledge and skills.

Specialised tasks (some fabrication, engine building, ECU fitting, tuning etc) has been carried out by various professionals as listed.



Follow the links for more details....

Chassis

Standard 110 with bits added, removed or modified. Structurally very sound, most recent WoF in December 2014.
Roll cage and side bars bolt through to chassis and front bullbar is braced back to roll cage.
There are mounting points for the Hi-Lift jack on all sides and two recovery hooks at the front.
Rear crossmember has fittings for two receiver hitches, usually a hook in one and a NATO hitch in the other. A custom towing frame can also be fitted which is braced back to the chassis and drops enough for standard trailer heights (comes with both 7/8" and 50mm balls)

Body

Standard 110, bulkhead and footwells have had some patching but are in good condition
Door bottoms have been replaced and door top are all-ali military style
Drivers side has been modified to fit spare wheel in
Seating is standard County cloth trim
Vehicle is ex-military and has many layers of brushed on paint, my colour scheme was a temporary choice in 1994 to stop it looking military but seems to have stuck.

Engine

Rossco (Feilding) built 4-bolt Chevy 350 (+10 thou I think) V8 with Tuned Port Injection (TPI). The engine was built for torque, has huge amounts at 1000 revs, but also has nearly 300HP at the wheels if revved.
It is controlled by a Link G2 ECU mounted in the cab behind the drivers seat, fitting was done by Mark at Capital Auto Electrics. The most recent tuning was by Andre at SpeedTech in Seaview.
Air filter is mounted in rear load bay (a truck cyclone dual filter type) with +100mm pipe through passenger footwell to engine.
Starter motor has been marinised and the engine has the 10.5" 153 tooth flywheel.

Cooling

Engine mounted shrouded fan and a custom 4-core radiator. It has been re-cored to make the water pass through it side to side three times before it can come out, there is a catcher bottle mounted after the expansion tank.

Gearbox

Ashcroft built LT85 gearbox with a 1:1.22 LT230 transfer box - a standard Land Rover item!
Engine and gearbox have been moved back ~80mm with propshafts suitably modified.
A Marks 4WD adapter mates this to the V8
10.5" clutch is a very heavy duty one made in Auckland (arranged by Rossco)
Transmission tunnel is made out of heavy duty plastic (battery tray from 1960/1970s UK electric milk float) with aluminium checker plate for flooring.
For normal highway driving there is no need to go over 2000 revs.

Steering

Standard Land Rover 6 bolt steering box powered by a Saginaw pump, there is a hydraulic ram assisting the box with the larger tyres.
The front salisbury axle has a unique trackrod, I had mine copied and beefed up by Brian Howat.

Axles

Front is a rare salisbury (only fitted to some SAS and armourded vehicles) with ARB locker, from the end of the axle tube out it is standard 110.
Rear is standard salisbury with ARB locker (ARBs supplied and fitted by Grant Guy Motors) and early Range Rover hubs.
Both are fitted with Matt Lee diff guards to protect the crownwheel, heavy duty drive flanges and are standard 3.54 ratio diff.
Front axle ARB hose is braided stainless steel rather than standard plastic, there is a similar hose for the rear but it is not fitted.

Wheels and tyres

4x Custom Matt Lee 15" Mach 5 rims with 5x General Grabber 35"x12.5" Mud Terrains. These are 8.5" wide with 4.5" backspacing and are powdercoated purple (one rim was written off).
5x Brian Howat beadlocks, 15"x8" standard rims then fitted with 36 bolt beadlocking rims. These are powdercoated purple with 35"x11.5" Simex Extreme Trekkers (spare is directionally mounted for passenger side)
5x Brian Howat beadlocks, 15"x10" with just 3" backspacing (makes truck ~100mm wider). These are painted purple with 37"x12.5" Maxxis Creepy Crawlers.
Both sets of beadlocks are fitted with TR618A dump valves for quick airing down.
The engine is fitted with an engine mounted Extremflow Air Compressor, this is turned on/off from the cab. There are two old fire extinguishers mounted to the chassis to act as reservoirs, the outlet is in the cab and there is an ARB hose with gauge for airing the tyres up.

Suspension

Main springs are Old Man Emu; heavy duty 90 rears on the front and medium duty 110 rears on the back. They have X-Springs fitted inside which increase the loaded articulation (rather than spring drop-out).
Front radius arms are QT Services 3 degree castor corrected with their rose-jointed panhard rod.
Rear trailing arms are Gigglepin, these are 300mm longer than standard and attach to the chassis with Johnny-joints, the extra length reduces wheelbase shortening in extreme articulation.
The A-frame joint is a QT Services rose jointed one.
Damping is done by 14" Bilstein 7100 short body (remote reservoir) in each corner, they have 360/80 valving.

All of these items combine to give a good road ride (for an off roader) but can RTI over 1000 on a long wheelbase vehicle.

Brakes

Front; standard 110 grooved/vented disks and callipers (all new in 2013) with an extra brake servo in the circuit (mounted under drivers seat).
Rear; Discovery I front rotors and callipers (1 recently overhauled) mounted to early Range Rover hubs.
Fiddle; lever operated independent brake on each rear wheel. These are brake cylinders mounted in main rear brake circuit, single feed in and two out. There is a locking plate which can stop them being used for road driving, WoF etc
Due to the extra plumbing fitted, a larger brake master cylinder has been fitted
All flexible hoses are stanless steel braided
Transmission brake is an X-Engineering disk brake model

Winches

Warn Series 12 Industrial at the front, a 12000lb winch rated for lifting and able to pull over 7500lb on top layer, fitted with custom alloy hawse and 125' of 3/8" Masterpull synthetic rope
Superwinch Husky 10 at the rear, 10000lb winch which is well braked for lowering loads, fitted with alloy hawse and 28m of 10mm Dynamica rope.
Two snatch blocks (Warn and ARB) suitable for 10mm rope and only ever used with synthetic.
Both winches take the same Warn handset (socket changed on Husky), both are wired to in-cab switches and both have Tigerz11 wireless controllers as well.

Electrics

Two heavy duty batteries under passenger seat fitted with smart charging sensor. These go to a master off/1/2/both switch, if this is set to off the batteries are totally isolated. If engine dies in water (never had it happen, distributor is at rear of block) then can use one battery to winch out saving the other to restart.
With 1/2/both the vehicle is getting 12v power and needs the key in the ignition to get everything working (push button start).
From that main battery switch there is a winch master on/off switch, again if this is off then neither winch is connected to the batteries.
The glass fuses have been replaced with blade fuses mounted to the bulkhead.
Rear lights are all Hella LED and sunk into the body for protection
Front lights are 130/90W H4 headlights with NATO style indicators and side lights, all are reasonably protected by the bullbar.

Gauges

All gauges, other than rev counter, are made by VDO.
There are idiot lights (come on at pre-determined times) for ignition but no charge (e.g. engine not started), revs going over 5000, water temperature going over 105C and water in the radiator dropping by more than ~30mm.
Beneath them are the ARB switches for the two lockers, to their left the rev counter.
In the main centre dash there is an on/off switch for the engine mounted air compressor, 12v accessory outlet, 60A ammeter, voltmeter, ARB pump switch (pump is mounted behind passenger seat in cab), safety switch for front winch and toggle switch for powering in (down) or out (up), engine start and ignition key.
In main binnacle is a digital speedo that has a wide scale but only reads up to 120km/h. It can be programmed to be exact with any size of tyre, you drive for 1km (measured by GPS) then get a 4 digit number, this number is all that needs to be entered when swapping from one set of tyres to another. Then fuel, oil pressure and water temperature gauges.
The oil pressure gauge is fitted with stainless steel braided hose from the block (via T-block with idiot light)
The cab controls for the rear winch are mounted on the inside of the seat bulkhead in a similar setup (master and toggle switches)

Fuel

120 litre (32 US gallons) Jaz fuel cell mounted in rear load bay, it has stainless steel braided hoses and fittings to a fuel filter before the electric fuel pump, there is another filter after that.
The fuel vent has been run around the underside of the cell all the way around the outer edges then brought up to a coil mounted on the roll cage, in the event of a roll over then no fuel will spill out.

Storage

As well as the rear load bay, there is a storage box on each side designed for 2x 20l NATO fuel cans. One side has chainsaw fuel/oil, spare belts, tyre inflation hose and snig chain while other other has a toolbox (not included) and 6 tonne bottle jack.

Videos:

V8 revving to 5000rpm - https://youtu.be/YWPrHdvdddg
A walk around the 110 - https://youtu.be/GiWyJf3Jm4Y


Extras included in sale:

    The domain name 110v8.co.nz

    Personalised plate 11ov8

  

    Two CCVC E-Band radios; VX-2200 vehicle mounted and VX351 handheld (K314 and K315)

• Quite a few spares; belts, gaskets, seals, bearings, spare swivel ball, many mirrors/arms etc.
• There is a brand new unused heated windscreen, the wiring is all in place but the currently fitted screen has the contacts pulled out of it.
• 2.5T Sealey Trolley jack, 6T bottle jack, 5' Hi-Lift jack and two axle stands, hubnut spanner, heavy duty wheel nut spanner, locking wheel nuts, felling axe, pickaxe, first aid kit.
• All the offroad equipment; snatch blocks, 2x Tirfor ground anchors, 4 and 5 point harnesses, Staun tyre deflators, valve core removing tyre deflator, ARB strops (stretchy and static), another KERR and snig chain all rated for the vehicle weight.
• GME MT400 EPIRB
• Husqvarna 359 chainsaw with 18" bar and several chains, fits in mounted case in rear load bay together with Oregon helmet/visor. A divided fuel / chain oil container mounts in side compartment.

Everything that is needed to go on a hard yakka trip....


This is not a show queen, it has been built to be "drive it like you stole it" and survive hard yakka outings.

The asking price is realistic for the costs incurred in getting the truck to this stage and the parts fitted. It has been built as a long term keeper and cost cutting has not taken place, there is a large box of receipts (and manuals) to go with the vehicle ;-) It is a very sorted vehicle with all major, and most (all?) minor, work already carried out.

Sold

The truck was located in Wellington.