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15th December 1984
Page 24
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Page 24, 15th December 1984 — NO MATTER how hard Lode Lane tries to disguise it,
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there can be no mistaking the world famous Land Rover shape. Less obvious, perhaps, are the recent technical improvements carried out by LR beneath the familiar aluminium body fitted to its short-wheelbase models.

Six months ago Land Rover revised the old 2,235mm (88in) short-wheelbase Series Ill range increasing the track by 178mm (7in), the overall length by 110mm (4.4in) and the wheelbase by 124mm (4.9in), giving the new 2,360mm (92.9in) swb model its "Ninety" name.

These dimensional changes give an increased load capacity, plus more room in the driving compartment, while the reduction in the rear overhang by 63mm (2.5in) has resulted in an improved departure angle of 52 degrees when operating offroad, and better towing characteristics.

Like the long-wheelbase Land Rover One-Ten models, the Ninety Series is now fitted with the LT77 five-speed manual transmission and LT23OR transfer box developed from the Range Rover.

These give the Land Rover Ninety 10 forward and two reverse ratios, as well as permanent four-wheel drive. A laddertype box section steel chassis based on the One-Ten frame, again derived from the Range Rover, has also been adopted.

The Land Rover Ninety is the first short-wheelbase model to be fitted with front disc brakes as well as all-round coil spring suspension, which provides a minimum 175rnm (7in) of travel. For the first time Land Rover is now offering power steering on short-wheelbase models with the Ninety.

Engine options on the Ninety include Rover's 55kW (74hp) 2.3-litre petrol unit and Land Rover's 2.5-litre four-cylinder diesel introduced in February. Based on the old five-bearing, 2.25-litre, indirect-injection unit, the 2.5-litre diesel retains the previous bore of 90.47mm (3.56in) but with an increased stroke of 97mrn (3.8in) giving an engine capacity of 2,495cc with a higher power output of 50kW (67hp) and increased tor que of 154Nm (114 Ibft).

So much for the technical developments, but how have they affected Land Rover's already impressive off-road reputation? To find out we took a 2.5-litre diesel-engined Ninety pickup around CM's gruelling crosscountry course.

Unquestionably, the most noticeable changes have been in the Land Rover's ride and handling characteristics which have been improved significantly by the fitting of coil springs all round. Around the rough alpine track the Ninety's suspension absorbed all but the worst potholes and gave a surprisingly soft ride — a far cry from that of the old bone-jarring leaf-spring, short-wheelbase models.

The high-mounted body has a tendency to roll more, for in stance, than the Mercedes 300 GD pickup, particularly during hard cornering, despite the Ninety's wider 1,4 86mm (58.5in) track and slightly lower height of 1,993mm (78.5in).

Changing to a slightly firmer

damping rate on the hydraulic shock absorbers would prob ably improve the Ninety's rollstiffness control without seriously affecting its overall good ride.

Over the deep, rutted, "mudplugging" section I soon came to appreciate the Ninety's ex cellent 229mm (9in) ground clearance. Running in second gear low range with the front and rear diff-locks engaged, the Ninety pickup proved more than a match for the UMM and G-Wagen off-road. Its excellent 51 degree approach angle allowed it to tackle some of the steepest humps without any fear of grounding.

The revised 2.5-litre Land Rover engine is flexible enough as long as the revs are kept up; it is able to pull quite happily in third gear down to 15mph in high range. But the difference in power between the four-cylinder 50kW (67hp) 2.5-litre LR unit and the five-cylinder, threelitre 65kW (88hp) diesel fitted to the 300GD Mercedes pickup was clearly apparent, particularly when driving in busy traf fic and climbing steep off-road gradients. This required a change down to low-ratio on the Ninety. Running both off and on normal roads the Ninety returned an average fuel consumption of 15.3 lit/100km (18.4mpg). In terior noise levels are also higher in the Land Rover despite the full rear bulkhead.

Compared to other fourwheel-drive vehicles, the cab interior of the Ninety pickup is somewhat stark, although an optional "County" trim package is available from Land Rover which provides full carpeting and cloth-covered seats. However, the use of black vinyl and plastic trim in the pickup is more practical in a working vehicle and the well moulded rubber floor covering allows mud to be easily hosed out. The roof and rear bulkhead are fabric covered.

Access to the driving compartment is fairly good, and is aided by the wide 90 degree opening doors although the high 623mm (24.5in) step up — greater than that of many trucks — is not made any easier by the lack of a grab handle on the door frame.

The biggest drawback to the small Ninety pickup cab is its lack of leg room. Even with the driver's seat pushed right back against the rear bulkhead, it is impossible to straighten either leg. Coupled with the stiff clutch pedal this makes long journeys tiring.

The Ninety's worm and roller manual steering is noticeably heavier than on the little Daihatsu, and around the twisting alpine circuit it displayed understeer characteristic of many 4x4 vehicles.

Priced at £8,281 (including vat and the one-piece canvas kit), the Land Rover Ninety pickup is a practical work-horse with excellent off-road capabilities. Recent mechanical changes have seen the adoption of the proven Range Rover running gear (also used on the One-Ten Land Rover) while ride and handling have been significantly improved over the old, short-wheelbase 88 model.

• by Brian Weatherby

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