This 1988 Range Rover is a well-maintained truck that was converted to a pickup by the previous owner. The current owner of three years is a professional engineer/fabricator that has personally modified the truck with extensive off-road and performance upgrades. It is powered by a 4.0L Rover V8 and R380 5-speed with Edelbrock manifold, ceramic coated Hedman headers, and more detailed below. Over 400 hours of labor have been invested on the build with parts receipts totaling $15k. Luxury and emission components have been removed, and the body panels have been cut for greater clearance. The body is rough but the truck is described as mechanically reliable and it is sold with a clear Idaho title.

Upgraded suspension includes Terrafirma components, Rover NRC front and rear springs with DII spring pads, and tuned Fox reservoir shocks providing 10″ of travel in the front, and 11″ in the rear. Suspension bushings and ball joints were replaced, and Teflon-coated castor corrected swivel balls with new swivel pins and bearings were installed. The steering column and steering gearbox were rebuilt with new hoses and an aluminum reservoir, and a Borgeson steering shaft was added. A Monroe steering stabilizer with Terrafirma mounts is said to track straight and have good feel.

New Firestone Winterforce tires are fitted to 16″ aluminum Rover wheels with new lug nuts and 30mm Terrafirma wheel spacers. The brakes are reported to be powerful with good modulation per the owner, with new D90 front brake calipers, pads, and rotors. A new master cylinder with larger pistons was installed to correctly mate with the larger D90 calipers, and fresh DOT 5.1 brake fluid was added. The rear calipers, pads, and rotors have been replaced, and new hard lines and braided stainless flex lines have been installed.

The pickup conversion incorporates diamond plating over the wheel wells and Dynamat sound proofing on the inside rear of the cab. Cut fenders and a custom rear window are somewhat rudimentary jobs but do the trick. The truck has heavy duty steel bumpers, rock sliders, and spray-on bed liner. The front bumper has a winch tray, with the owner including a pair of longer front springs if adding a winch is desired.

The interior has been modified by the owner with custom made aluminum dash panels and transmission cover panels. The entire wire harness was rebuilt from headlights to tail lights, and every unused circuit was removed (rear door electrics, fuel injection, power accessories). Over half of the original wires in the truck have been removed, and the fuse block that originally had 20 fuses has been simplified to ten. Every terminal and splice was soldered and covered with heat shrink, and new bulbs, fuses, and relays were installed throughout. All the wiring for the power mirrors was removed and they are now adjusted by hand. The vacuum operated fresh air flap was converted to cable operation.

There is no speedometer, odometer, parking brake, or horn on the truck. All new VDO gauges have been installed including fuel gauge, coolant temperature gauge and sender, and tachometer with hour meter at 20 hours of use since the completion of the build. The truck has toggle switches for ACC and IGN, and a push button starter with no keyed ignition. Aluminum shift and transfer case knobs were also added, as well as a Momo steering wheel with quick release hub. Mazda MX5 leather seats appear to be in great shape, with all seat adjusters reported to function properly. The drivers side window motor was replaced, and the regulators were cleaned and greased. The entire stock heater assembly has been replaced with a Vintage Air Gen II heat only system with lighted billet aluminum controls. All carpet and sound proofing was removed from the forward part of the cabin, and industrial rubber floor mats were added.

The powerplant is a 4.0 Rover V8 with a factory cross bolted aluminum block. Edelbrock performance upgrades include aluminum intake manifold, four barrel manual choke carb that’s properly jetted, air cleaner, and an adjustable fuel pressure regulator with gauge. The truck uses Edelbrock zinc fortified oil and has a K&N oil filter. Other performance upgrades include a Crower cam, Hedman headers that are ceramic coated with stainless V-band flanges on the collectors, TIG welded stainless exhaust with V-band flanges for easy servicing, and a stainless Flowmaster 3” muffler. A stainless 3” catalytic converter with matching “test pipe” and V-band flanges has been added, and is said that the two can be swapped in five minutes per the owner.

A Pertronix two wire distributor and coil has been installed, and the alternator was rebuilt. The truck has new plugs, wires, hoses, hose clamps, belts, and throttle cable. D&D cast finned aluminum valve covers look clean, and a D&D thermal barrier carb spacer has been added. The radiator is said to be five years old with fresh coolant and a new aluminum reservoir. New thermostat and housing, and oversized Jaguar V12 motor and transmission mounts were also added. The electrical system is tidy and organized, making any future diagnostics easy to perform. An Odyssey battery with aluminum box is mounted in the bed for even weight distribution, and a Flaming River HD battery disconnect switch has been installed. A new fuel pump is still in the box, with the owner noting that he is still waiting for the current pump to wear out.

The truck’s drivetrain features Ashcroft helical gear torque biasing differentials in the front and rear, and Great Basin Rovers 4.43:1 gears that were professionally installed and adjusted. The gears were broken in with dino oil, then drained and refilled with Redline High Impact synthetic oil. Every single bearing (Timken) and seal in both axles have been replaced, and Rover Tracks Heavy Duty CV front axles and Ashcroft Heavy Duty rear axles were installed. A 2004 Discovery LT230 transfer case was sourced and installed with an Ashcroft Torque Biasing Differential, and Ashcroft transfer case cable shifter.