1967 Land Rover Series 2A
The vehicle is a 1967 Land Rover Series 2A US model. The vehicle was owned by a reputable land Rover Mechanic, where he owned this beauty for approximately 40 years, before he decided to bring her back to life, as a show-room car. He spent & invested 10 years of his love and labor, restoring this beauty by the name of Matilda from ground up, with extreme love into details and custom fabricated parts, which looks like OEM inside and outside. Later due to health issues, the owner sold the vehicle to a gentleman in Pasadena, CA where he updated the transmission to a brand new Series 3 Land Rover Transmission + Transfer Case & Parking Brake assembly and also updated the cooling system.
In July of 2018 I purchased this vehicle from the individual in Pasadena. Upon purchase, a reputable Land Rover mechanic shop went through the entire car, inch by inch. I decided to change all the oils (engine, transmission, front and rear driver axel, Differentials and brake), seals, filters, spark plugs, coils, rotor, thermostat, Alternator Belt, Throttle cable, fuel filter, and fuel pump, two new batteries, and rebuilt the transmission as it was leaking due to setting around for a long time, and updated the sound system.
I have all the repair receipts available.
MODIFICATIONS SUMMARY:
Mechanical: 3.9L Range Rover V-8 w/SU carbs, Ashcroft Hi-range transfer case kit, Salisbury rear axle, D-90 front disc brake conversion kit with S3 dual circuit power brake conversion, Power steering, front A/C, F&R heat
Electrical: New Alpine Bluetooth AM/FM/CD/MP3 stereo w/ 2000 Watts amplifier, F&R speakers, wired for Cobra CB, Hella Driving and Fog lights, Hella rear work light, Lucas map light, extra Smiths gauges (tach, oil pressure, volts, and clock), 100 amp alternator, master battery cutoff, dual battery tray,12vdc outlet in center console, dual reverse lights, hi-mount rear Lucas turn/stop lamps
Body/Interior/Frame: fender flares, custom external cage, roof rack, ladder, rear spare tire swing away carrier, galvanized PSP mats, HD front bumper w/over-riders, custom rear bumperettes, engine skid plate, transmission skid plate, front seat console w/cup holder, overhead F&R consoles, rear side aluminum tool box, custom aluminum door cards (panels), custom factory style dash panels (A/C & heat) with formed edges. Frame F&R outriggers are triangulated, engine mounts modified for V-8, front cross member replaced and moved forward for clearance, bushings through welded in frame for power steering.
Driving Impressions: It starts at the very first application of the starter every time summer or winter and runs, sounds, and drives as if new. The engine's low HP/torque has worked well with the transmission and it is much more relaxing to drive than before. The metallic crispness of the shifter when changing gears is a really sweet sound to a gear head like me (sounds like a shotgun going in place). The D-90 disc brakes are every bit equal to my 40 year newer FJ Cruiser. Very strong and well-modulated - light years ahead of the original all drum single circuit system. A/C cools the front passengers quite well with 5 vents - F&R heat makes the big interior almost toasty.
Rebuild Detailed Description
Body/Frame Paint: All body parts and frame chemically stripped to bare metal. The frame was also sandblasted and "dressed" by grinding and knocking off all factory weld splatter prior to painting. All body panels were painted separately then clear poly tape was used for all steel/aluminum interfaces.
Paint Schedule: DuPont acid prep for steel or aluminum, DuPont Alodine conversion coat (cold chem. anodizing for all aluminum parts), DuPont Corlar Epoxy primer, and DuPont Imron color coat applied to all body panels, frame, suspension, axles, shocks, winch, seat back panels, interior window trim, and door pulls. Painting was done to reveal the factory spot welds as original.
All galvanized parts were re-dipped and many other small brackets, bonnet frame, side steps, rear ladder, roof rack, etc. are also galvanized. Most body bolts are original and were re-plated w/electro less nickel to closely match orig. finish.
Suspension/Axles/Steering/Brakes: Front axle is fully rebuilt with hard chromed swivel balls, new kingpins, railco bushes, u-joints, and all bearings/seals are new. Factory leather gaiter boots are installed on front swivels. HD factory shocks w/new LR springs (individually painted leaves/poly tape insulated). Steering tie rods are H.D. 1 3/8"x1/4" DOM steel tubing w/welded bungs threaded 11/16" BSP for factory tie rods. Rancho steering stabilizer. Front hubs are rebuilt Warn M-11.
An International Scout II power steering box is installed. It is driven by a new RR power steering pump on engine. The frame was modified w/welded bushes through the frame for mounting the steering box. Box has a new seal/bearing kit and doesn't leak, but it should be sent out for a rebuild because it has play in it on center.
Brakes are Defender 90 (12" vented/cross drilled rotors w/4 piston calipers) in front w/11" 6cyl. Rear drum brakes. Every single component is new. Factory original cast iron master/slave cylinders throughout ($$). New rear drums, shoes, springs, and adjusters. All brake lines are new w/stainless braided flex lines (Goodridge). Brake pedal is LR series 3 w/new vac. boost servo. Series 3 109" dual circuit master cylinder. (Note: front brake kit was sourced from RN and included HD replacement swivel housings and hubs). Brakes are superb with excellent modulation.
Engine: Engine is a fully rebuilt 1992 3.9L Range Rover V8. Dual SU carb setup and 8:1 compression was built for reliability not power. Estimate about 110-120 hp @ 165-185lb/ft torque.
RPI England supplied the engine/trans. adapter housing, new valves, valve seats, guides, lifters, rocker shafts and rocker arms. New parts also include RPI micro-polished std. size crankshaft, carb camshaft, roller timing chain kit, all bearings/seals/rings and composition head/valley gaskets with new head bolts.
New oil pump w/Flotec remote bottom plate accommodates remote filter and oil cooler (plumbed w/AN-10 stainless braided hose)
ARP rod bolts, ARP main cap stud kit along with line honing, rod resizing and engine balancing completes a combo that doesn't overpower the drivetrain. The pistons, rod, and main bearings are all std. size.
