On The Road - UK to Middle East

Since our departure from England we have had one or two things that have needed attention.

In the mountains of France we noticed the Land Rover began running very hot. This had never been a problem in the UK, but the vehicle was now heavily loaded, the hills were much bigger and steeper, and the air temperature much warmer. We replaced the thermostat as a precaution, but a check of the one removed indicated that it was working fine. Since then, we have taken the climbs slowly in a lower gear to keep the revs up and keep the fan spinning, and this seems to keep the needle out of the red.

After having the A/C regassed before we left, we have noticed evidence of the gas leaking around the receiver/dryer, with compressor oil being deposited on the receiver/dryer. As time has passed the A/C is not as cold is it once was. We have delayed having this looked at until Jordan, and hopefully our man Charlie Kayal will come through with the goods.

Also in France we noticed abnormal toe wear on the tread of the front tyres. This indicated the wheel alignment needed correcting, which we managed to have done by ESKA in Munich. We originally tried Euromaster, but they were too scared to put they vehicle on their hoist because they thought it would overload it! ESKA also balanced five of our six wheels. Just prior to doing the alignment they picked up that one of the tie rod ends needed replacing and pointed us to the local dealer where we could get the part. We ended up having both tie rod ends and the drag link end all replaced at once, keeping the old parts for spares. Pitstop in Munich, next door to ESKA, carried out this work.

We had a few fuel supply problems one day when we let the main tank get too low before switching to the side tank. The fuel system is self bleeding, so this eventually cleared. In the meantime, I gave the sedimenters both a bit of a flush through. These are like large initial fuel filters that get the worst of the water and contaminants out.

The air cleaner housing managed at some stage to shake free of two of its four rubber mountings. This has been secured with a bit of fencing wire for the meantime. New Zealanders know always to carry fencing wire…

Ever since we had owned the vehicle, there had occasionally been a bit of a ringing clunk when pulling away. It had sounded like a universal joint, but I was unable to detect any movement in the joint. This did eventually get worse and to a point where movement in the joint could be seen. We changed the joint in Bulgaria, and just in time because there were no bearings at all left in one of the cups. Normally I would change the joints at each end of the shaft at the same time, but because of the conditions (we were in a forest, not a workshop), I elected to just do the one.

After slightly more than 6000 miles we finally found a suitable location to carry out an oil change. We managed to pick up a few more filters at dealers along the way, so hopefully will have enough to keep us going. Once out of Turkey the quality of the diesel drops, with very high sulphur content, so consequently intervals between oil changes will need to reduce, even down to 3000 miles.

We have had one puncture so far, in Turkey. This was only a very slow leak, so initially carried on, reinflating the tyre each morning. There were a lot of “Otolastik” sheds around in Turkey, but we could afford to wait until we found a decent shop with balancing equipment. Lassa was just what we were looking for. Excellent service, and spotless workshop (that always impresses me), air conditioned waiting room, and it was cheap.

While the Camel was standing on the spotless Lassa floor. Catkin noticed a few spots of oil below the front diff (easier to see from her slightly lower vantage point no doubt). Closer inspection revealed very fine cracks in the welded seam on the front of the diff. The diff hadn’t had a knock of any sort, so we can only put it down to some stress in the weld manifesting itself. It was only losing a few drips a day, and the oil level was not noticeably lowering, but nevertheless it needed to be seen to. We managed to get it welded by Badia 4x4 in Jordan, and the problem is fixed. Because their service was so good and their rates reasonable, we also got them to inspect the front right wheel bearings, which were slightly loose allowing a small amount of movement in the front wheel, and while they had everything apart to check the CV joint. This had been making a bit of the clicking noise, so needed looking at. It turned out that the Swivel Housing, where the CV joint does its job, had no lubrication. In fact, some water came out! The Swivel Housing had at some stage been filled with Land Rover swivel housing grease, but over time this had all disappeared. The original bearings and CV all appeared suitable for reuse, so everything was reassembled with new gaskets and lubrication.

The left rear indicator stopped working in Damascus, so no one behind us could see the light. What I had hoped to be a simple blown bulb turned out to be a broken terminal in the bulb holder. Luckily, if you have enough different types of wire you can fix anything (not fencing wire this time though).

In Umm Qais, I noticed the clutch pedal suddenly felt very spongey. This was simple – top up the reservoir with fluid! Should have checked that sooner.

I know it’s a Land Rover and we should expect a few things to need fixing, but we haven’t even got to the really rough stuff yet!

Notes on the Carnet
We purchased our Carnet from ADAC in Munich. We originally enquired with the RAC in the UK, but the costs were much greater than from the ADAC. Catkin got to put her German skills to good use making all the arrangements by email. We went in to the ADAC office with 5150 euros in cash, 5000 of which we get back when we return the properly completed Carnet at the end of the journey. Total cost to us 150 euros. With the RAC, both the cost and the deposit were much higher.

Preparation Stage 2 : Pre-Expedition

2006 was a busy year, with our participation in the Mongol Rally in our Blue Suzuki SJ410 "Bravo 5", and pulling out all stops to get the house finished and ultimately ready for sale. We decided during the year that time was up for us in the UK, and that our much talked about future move to New Zealand would be sooner rather than later. In addition, our attendance was requested at the wedding of Andy and Jen in New Zealand in February 2007. After some serious thought we decided now was the time to go, and in a very short space of time the house was on the market, notice was handed in at work and return tickets were booked to Auckland via Hong Kong and Los Angeles. We had decided that we would go to NZ then come back to the UK in 2007, in order to properly prepare for our overland trip back again, with departure scheduled for mid to late June.

On arrival back in the UK in March 2007, the serious preparation began, mainly focused on buying kit and prepping the vehicle. After a year and a half sitting on the drive some of the painted steelwork had started to rust. This needed stripping right back and repainting. Many hours were spent on the roll cage, winch bumper, bull bar, snorkel, rear crossmember and fiddliest of all, window grilles. The roof rack was removed, and as parts of this had seriously rusted the decision was made to replace it. Luckily we managed to source an unused second hand rack from our friend Dominic. In the meantime the original rack went to a member of the Camel Trophy Owners Club.

Door bottoms were also touched up to remove signs of oxidation. The load cage had been damaged and weakened over time, so was fully strengthened and refitted. The old cubby box between the front seats was smallish and had the radio fitted in an awkward location, so a new, larger model with a proper radio compartment and a locking lid was constructed and finished in leather. Canvas seat covers were fitted.

The new roofrack was primed and painted black to match the original. New work lights were fitted. An axe mounting kit was added to the roofrack, modified so the axe could be padlocked to the vehicle. The front of the roofrack was modified so that the spot and fog lights could fold down to accomodate the lower level mounting of the roof tent (reducing vehicle height and wind area). A small fridge/freezer was purchased and wired in to the vehicle. An awning was added to the left side of the vehicle.

Lots of rewiring was required to make sure that all circuits were properly connected, and a second battery switch was wired in to enable us to isolate one battery completely to save for starting duties. Low power fluorescent lights were installed to the front and rear compartments, as well as to the roof tent. No point roughing it too much! A special locking cupboard was built for the computer case, and to keep out prying eyes we fitted some blackout curtains around the rear loadspace.

Water supply will be important for the areas we are planning to travel to, so we have had a aluminium water tank made up by a local engineering workshop. This fits in the wheel arch behing the left rear wheel, and holds approximately 40 litres. Tanks can be bought off the shelf, but are very expensive, and having one made was much cheaper. We also have two 20L water jerry cans, and with camelbaks on our seatbacks, can carry about 86 litres when full.

Finally, in the few days before departure, all main fluids and filters were changed. This included engine oil, gearbox and transfer boxes, front and rear differential and the fuel filter. In addition, and reuseable K&N air filter element was fitted, meaning we don't need to carry a bulky replacement or try to find them enroute.

On top of all this, we have had to prepare ourselves, with immunisations and dental checks, and find out as much as we could about visa requirements for all the countries we intend to visit. We needed to arrange both travel and vehicle insurance. Our existing insurance policy could be extended with Green Card cover to Turkey; from there we have arranged an "Expedition" policy with Campbell Irvine.

All of this has taken most of the last three months! It is good to know now, however, that all is ready to go.

Familiarisation

Over the course of 2005 and 2006 we managed to get away for a few weekends camping, in between rugby commitments and house renovations. We were immediately converted to sleeping in the roof tent (providing it's not too windy!).

A farm campsite near the Jurassic Coast

We had a great time in North Wales...

...and a nice night in a deserted New Forest campsite out of season

Preparation Stage 1 - Vehicle Purchase

We first started talking about the possibility of driving back to New Zealand not long after buying a rusty old Volvo 440 Turbo in 2002. At that stage we were only joking, but over time started thinking more seriously about it. In 2005 we were offered the option of buying our friend Brendan's Camel Trophy Land Rover Defender 110 Station Wagon, and that pretty much made our minds up. The Vehicl was a communications Support Unit in the 1995 Camel Trophy event, and was well equipped for an expedition such as the one we were contemplating.

Vehicle specs at purchase as follows:

Defender 110 Station Wagon 1994
Radio support vehicle on the 1995 Camel Trophy. Only 6 were built for each event

Engine 2.5L 300Tdi.
Roofrack with:
2 spot lights
2 fog lights
rear mounted worklight
rack for 4 x 20 litre jerry cans
1 pair of aluminium sandtracks + mounting brackets
Bull bar with 2 spot lights and bush wires up to roofrack
Front winch bumper with 2 recovery points' Electric winch controlled in cab or externally
Sump Guard
Front axle diff guard
3 Fuel tanks, main (80L) + rear underwing tank (45L)connected + 45L tank under driver seat
Full Internal + external Safety Devices roll cage
5 new + 1 used michelin XZL 7.50 x 16 mud terrain tyres
Rear mounted spare wheel carrier
Bonnet mounted spare wheel carrier
External window grilles to rear windows
Internal load guard
Rock Sliders (Side impact bars)
Valuables Safe
4ft Hi Lift (Farm Jack)
Riased Air Intake (Snorkel)
All axle / engine breathers extended to roof level
Shovel + Pick axe mounted on front wings
Front wings aluminium chequer plated
Twin batteries
Tow bar + electrics fitted
‘Trakker’ high back seats fitted
Air conditioning fitted
Rear anti roll bar
Heavy duty axles
Heavy duty ‘Scorpion Racing’ suspension
Battery cut out switch
Main Fuel Tank Guard
Chassis just been stripped and waxoyled
All suspension bushes replaced with ‘polybush’ kit
4 new Scorpion racing gas shock absorbers fitted
Roof tent, made by ‘Eezi Awn’
Webasto arctic pre heater fitted

Perfect vehicle for the job really, so an easy decision for us.

Following the purchase in 2005 came a period of getting to know the vehicle, as well as fully understanding what it means to be a "Land Rover Owner." This is more than just learning to wave at drivers of other Land Rovers as we travel around the UK... In addition, we had the responsibilty of being a Camel Trophy Owner! It took a little bit of getting used to the stares as we drive down the road, especially as we felt a bit like frauds, as we hadn't actually been anywhere dangerous or daring.