The chassis is original, with only minor
work over the years. The rear springs are also from the factory, although the
fronts have had to be replaced just recently. All the bodywork is original, but
the vehicle does get a new paint job on a regular basis.
Meanwhile, Peter Vaughn's 1957 88-inch is
still on what is believed to be the original 2.0-liter IOE petrol engine, known
as the 'spread bore' and not to be confused with the earlier 'Siamese bore'
2.0-liter; in standard form, this unit pushes out 52 bhp and a rather useful
101 Ib-ft of torque. It runs like the proverbial sewing machine, sounding so
sweet it just makes you smile. Peter hasn't had this little beauty for very
long but he has already started to replace the wiring loom - front section
first, which is probably the most sensible thing to do with old wiring. He's
also replaced the carburetor with a downdraught Weber - another sensible move.
The
whole reason for buying was because Peter made the mistake of selling his
Series II.
The whole reason for buying was because
Peter made the mistake of selling his Series II. A time spent without classic
Land Rovers in his life was deemed to be a mistake, so he bought the Series I.
It's still worked, but gently. It tows a horse box and is used to commute to
work in Barnstable when the weather turns unpleasant. One gets the feeling it's
also an anti-stress hobby – something to remind Peter that there are 60 minutes
in an hour and each one is to be savored.
The only major modification is the
galvanized chassis fitted by a previous owner, about ten years ago. Peter has
also replaced the tilt with an Exmoor Trim item.
It's a local vehicle, having been sold originally
by Thornfalcon Motors, near Taunton, but it did spend 15 years on Canvey Island
moving caravans around a campsite. Peter is keen to put together as complete a
history of the vehicle as possible, as this is one he is most definitely going
to keep.
If you have never driven a
well-looked-after Series I, then you should. It's a wake-up call to those who
believe that the more modern a Land Rover is, the better it is. Okay, I admit
the heating is superior in the modern ones... and there's a little more leg-room
in a 2.2Tdci... but the driving experience just doesn't cut it.
On road, both vehicles suit the area that
they are used in. Martin's 2.25 petrol is a well- matched upgrade that pulls
smoothly all the way through the box. Top speed is way more than you need on
the twisty roads of the moor, yet all that grunt makes for easy hill climbing.
Interestingly, Martin never had any issues
with the diesel lump, either. I don't blame him for keeping the swap, though -
I love the 2.25, which is a great engine, one of the very best in-line
four-cylinder petrol units ever built. If he was to venture further afield then
maybe an overdrive would be the way to go, or swapping out the 6.00 x 16 tires
for 7.00 x 16 (or if you want to go metric, then 215/85 x 16 would be about
right).
If
you have never driven a well-looked-after Series I, then you should
There is little need for power assistance,
as the tires are nice and skinny and the steering is well set up.
The servo-assisted brakes are an eye-
opener, especially as a good friend has roped me into a 200Tdi swap on his
88-inch and I was dubious of a simple servo upgrade. Stopping is excellent.
Fade is still there but the servo assistance works through it nicely - who
needs discs!
Peter's 88-inch is very different. Braking
is effective, but you need to appreciate that it's a limited resource, so don't
waste it. Despite the 20-odd bhp differences in engines, the 2.0-liter feels
very torque, so much so that there is little difference on twisty minor roads.
I think the long slog towing up steep hills would highlight the lower output.
2.0
liter spread bore engine is believed to be the 1957 original
Both engines seem to pull from almost
nothing, making the most of that excellent low box gearing.
Off-road, it is sublime: there's no modern
tomfoolery to make you forget how to think. There are proper leaf springs to
let your backside know what the ground conditions are like, plus skinny 6.00 x
16s that always seem to find a bit of grip somewhere.
Perfect
proportions of a brace of 88-inch late Series 1S
Lock is excellent and helps to make up for
the limited articulation. You get that 'close up to the action' feel that gives
you confidence to try different routes. The light weight also works well
towards that almost unstoppable feel that these little vehicle have. Big smiles
all around.
As I drove away from our photo-shoot at the
Exmoor Centre in my 24-year-old One Ten, I felt a strange yearning to go back
to even more basic basics. There's nothing quite like the 88- inch experience.
