Originally Posted by
prelude
Agreed.
I find that with the early P38 at least they put in a lot of time and effort to try and figure out every possible use case. All the breathers are way up high, the car is theoretically watertight up to the door handles, although the tailgate rubbers have gaps in them exactly at the bottom... Even the breather tubes of the fog lights ran way up. With the GEMS engine at least all the rotating parts where as high up as they could get them, all on the top of the engine which is the best place to put them of course in stead of way down low like some cars(looking at you toyota 70 series!)
Not sure if I am seeing things that are not there
and it's all just a coincidence but I would like to think they put some effort into it
Cheers,
-P
If you look closely at the P38 in light of the evolution of the Classic Rangie and to a lesser extent the Series and 110/Defender vehicles, a lot of thought went into it. Take the upper and lower tailgates, for example. The lightweight lower tailgate was much more user friendly and the upper tailgate provided shelter from the rain (which the Classic and Series tailgates certainly didn't do). The spare wheel location was brilliant, too.
It's interesting that all the good design features were carried over to the D3/4 vehicles (OK, except for the spare wheel location!) which I'm sure owe more of their excellent functionality to the P38 than to the D1/2 cars.
To me, the line of functionality (that is, ability to be readily equipped for serious expedition use whilst also providing a modern safe and comfortable on road experience) goes Classic, P38, D3/4 and now the new L663 Defender.
2013 D4 expedition equipped
1966 Army workshop trailer
(previously SII 2.25 swb, SIII 2.25 swb & lwb, P38 Vogue, 1993 LSE 3.9V8 then HS2.8)
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